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SECTION 2
"Diagnostic Routines" 1-----41.1 Other Shop I----~.I Verify
t----------.~--- - ----- Manuals Repair
List of Probable
Causes
+
I
I
I
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Outside Engine/Emissions
Diagnosis Manual:
Contents
Glossary 1
Glossary
The glossary is a list of technical terms or acronyms and their definitions. It is not intended to
be a dictionary of components and their functions. If you desire a detailed description of a
specific component, refer to the related Shop Manual Group.
AIC P: AIC Pressure Cut-out switch. BATT( +): Battery positive post or its circuit.
AIC DV: Air Cleaner Duct and Valve BATT( -): Battery negative post or its
motor. circuit.
Glossary
CATALYST: A muffler-like device in the CURB IDLE: Computer controlled Idle rpm.
exhaust system containing a monolithic
substrate (a ceramic honeycomb structure) CWM: Cold Weather Modulator.
that is coated with catalytic metals such as
DCl: Data Communications Link.
platinum or palladium. When hot exhaust
gases come in contact with these metals a DFS: Decel Fuel Shut-off.
chemical reaction takes place to consume
unburned hydrocarbon, carbon monoxide DIS: Distributorless Ignition System (low
and nitrous oxides. data rate).
CBD: Closed Bowl Distributor. With this DOL: Data Output Link. Fuel calculation
design, the TFI-IV module is electrically data from the EEC-IV processor to the
connected to the distributor thru a harness electronic tripminder.
connector, not a direct plug in connection.
DPDIS: Dual Plug Distributorless Ignition
CCC: Converter Clutch Control solenoid or System.
its control circuit.
DPH: Dual Plug Head.
CCD: Computer Controlled Dwell.
DPI: Dual Plug Inhibit.
CCO: Converter Clutch Override output
from the EEC-IV processor to the DV: Delay Valve.
transmission.
DVOM: Digital Volt-Ohm Multimeter that
CCS: Coast Clutch Solenoid or its control displays voltage or resistance
circuit. measurements in digital form on a liquid
CES: Clutch Engage Switch. crystal display (LCD).
Glossary
EGO: Exhaust Gas Oxygen sensor or its FMEM: Failure Mode Effects Management.
signal circuit. This alternative strategy protects vehicle
function from adverse effects of an EEC
EGOG: EGO Ground. component failure.
EGR: Exhaust Gas Recirculation system FP: Fuel Pump relay or its control circuit.
designed to allow the flow of inert exhaust
gases into the combustion chamber to cool FPM: Fuel Pump Monitor. A circuit in the
the combustion and thus reduce nitrous EEC system used to monitor the electric
oxides in the exhaust. . fuel pump operation on some EEC-IV
equipped vehicles.
EGR S/O: EGR Shut Off.
FTO: Filtered Tach Output. An output from
EGRC: EGR Control vacuum solenoid valve the DIS TFI-IV module which provides a
or its control circuit. filtered ignition signal to the processor in
order to control dwell. .
EGRV: EGR Vent vacuum solenoid valve or
its control circuit. FUEL RICH/LEAN: A qualitative evaluation
of air/fuel ratio based on an A/F value
EHC: Exhaust Heat Control vacuum known as stoichiometry or 14.7. In the
solenoid valve or its control circuit. EEC-IV system rich/lean is determined by a
ENGINE RUNNING SELF-TEST: A test of voltage signal from the EGO sensor. An
the EEC-IV system conducted with the excess of oxygen (lean) is an EGO voltage
engine running and the vehicle at rest. of less than .4 volts, a rich condition is
indicated by an EGO voltage of greater
EPC: Electronic Pressure Control (used in than .6 volts.
E40D transmissions).
FWD: Front Wheel Drive.
ER: Engine Running Self-Test (same as
KOER). GND or GRND: A common ground circuit
for all vehicle power.
ERS: Engine rpm Sensor or its signal
circuit. GOOSE: A brief openning and closing of
the throttle.
EVP: EGA Valve Position sensor or its
signal circuit. HALL EFFECT: A process where current is
passed through a small slice of semi-
EVR: EGR Vacuum Regulator solenoid or conductor material at the same time as a
its control circuit. magnetic field to produce a small voltage
in the semi-conductor.
FBC: Feedback Carburetor. An MCU
controlled fuel system employing a stepper HBV: Heater Blower Voltage input to the
motor or a dithering solenoid that controls EEC-IV processor reflecting heater blower
fuel/air mixture by bleeding air into the' voltage demand.
main and idle systems of the carburetor.
HEDF: High speed Electro-Drive Fan relay
FCS: Fuel Control Solenoid or its control or its control circuit.
circuit.
HEGO: Heated EGO sensor or its signal
FI: Fuel Injector or its control circuit. circuit.
FIPL: Fuel Injection Pump Lever sensor or HEGOG or HEGO GND: Heated EGO
its signal circuit. Ground. .
Glossary
Glossary
OPEN CIRCUIT: A circuit which does not RELAY: A switching device operated by a
provide a complete path for the flow of low current circuit which controls the
current. opening and closing of another circuit of
higher current capacity.
OSC: Output State Check.
RELIEF VALVE: A pressure limiting valve
OVERLAY CARD: A plastic card used with located in the exhaust chamber of the
the Monitor box to identify EEC-IV signals thermactor air pump. It functions to relieve
for each engine. The card also programs part of the exhaust airflow if the pressure
the monitor for auto mode measurements. exceeds a calibrated value.
RWD: Rear Wheel Drive.
PCV: Positive Crankcase Ventilation. A
system which controls the flow of SAW: Spark Angle Word. Timing
crankcase vapors into the engine intake information sent from EEC-IV to the EDIS
manifold where they are burned in module. This information is used by the
combustion rather than being discharged EDIS module to calculate final ignition
into the atmosphere. timing.
PFE: Pressure Feedback EGR sensor or its SBS: Supercharger Bypass Solenoid or its
signal circuit. control circuit.
QUICK TEST: A functional diagnostic test SIL: Shift Indicator Light. A system that
of the EEC system consisting of vehicle provides a visual indication to the driver of
preparation and hookup, Key On Engine a vehicle when to shift to the next higher
Off, Engine Running and Continuous Self- gear to obtain optimum fuel economy.
Tests. SOLENOID: A wire coil with a moveable
core that changes position by means of
RECORDER: An optional EEC-IV test electro-magnetism when current flows
device which works jointly with the Monitor through the coil.
box. It allows up to 8 EEC-IV signals to be
electronically recorded over a 50 second SPOUT: Spark Output Signal from the
period. EEC-IV processor.
Glossary
SS1: Shift Solenoid 1 or its control circuit. TIMING: Relationship between spark plug
firing and piston position usually expressed
SS2: Shift Solenoid 2 or its control circuit. in crank shaft degrees before (BTDC) or
after (ATDC) top dead center of the
SS 3/4-4/3: (Shift Solenoid 3/4-4/3) Output compression stroke.
from the EEC-IV processor to the
transmission that selects 3rd and 4th gears. TIV: Thermactor Idle Vacuum Valve.
TK: Throttle Kicker vacuum solenoid valve
STAR: Self-Test Automatic Readout. A or its control circuit.
testing device in which the EEC and MCU
systems output service codes in a digital TOT: Transmission Oil Temperature Sensor
format. or its signal circuit.
STI: Self Test Input circuit in the EEC and TP: Throttle Position sensor or its signal
MCU systems used to initiate Self-Test. circuit.
TSP: Throttle Solenoid Positioner.
STO: Self Test Output circuit in the EEC
and MCU systems that transmits service TTS: Transmission Temperature Switch.
codes (pulses) to either a VOM or STAR
tester. TVS: Temperature Vacuum Switch.
TVV: Thermal Vent Valve.
TAB/TAD: Thermactor Air Bypass/
Thermactor Air Diverter vacuum solenoid TWC: Three Way Catalyst.
valves or their control circuits.
VAF: Vane Air Flow sensor or its signal
TCP: Temperature Compensated circuit.
(Acceleration) Pump.
VAT: Vane Air Temperature sensor or its
signal circuit.
TFI: Thick Film Ignition. An ignition module
comprised of a custom integrated circuit, VBAT: Vehicle Battery voltage.
Darlington output device and associated
thick film integrated components. VCK-V: Vacuum Check Valve.
TGS: Top Gear Switch. A lock out VCV: Vacuum CO':ltrol Valve.
mechanism that prevents the Sl L from VDV: Vacuum Delay Valve.
lighting when the vehicle is in top gear.
VM: Vane Meter.
THERMACTOR: A system for injection of
air into the exhaust system to aid in the YOM: Volt-Ohm Meter used to measure
voltage and resistance. Readings are
control of hydrocarbon and carbon
indicated by sweep hand on a printed
monoxides in the exhaust.
scale rather than a digital display.
THERMACTOR II: See Pulse Air System. VOTM: Vacuum Operated Throttle
Modulator.
THS: Transmission Hydraulic Switch. An
input to the processor that indicates the VPWR: Vehicle Power supply voltage
occurance of a shift between specific regulated to 10-14 volts.
gears.
VR/S: Vacuum Regulator/Solenoid.
THS 3/2: Transmission Hydraulic VRDV: Vacuum Retard Delay Valve.
Switch 3rd/2nd gear.
VREF: Reference voltage supplied by the
THS 4/3: Transmission Hydraulic EEC-IV processor to some sensors and
Switch 4th/3rd gear. regulated to 4-6 volts.
Glossary
Emission Control
Identification/Application
Contents
Car 1-3
Each vehicle is equipped with a decal (Figure. 1) containing emission control data that applies
specifically to that vehicle and engine. The specifications provided on the decal are critical to
servicing emissions systems.
In addition to the tune-up specifications and procedures_ the emission decal shows a color
coded schematic of the engine vacuum system. The color coding on the schematic represents
the actual color coding on the vacuum hoses. However, there will be instances where an
individual hose color will not agree.
The Emission Calibration Number Label, which contains the engine calibration number, is
located on the driver's side door or door post pillar.
, ,
CALIBRATION
ETALONNAGE ~
CALI BRACION
\. j;76A-ROO E9"'E~061ABY
ENGINE CALIBRATION
NUMBER
A9427B
Catalyst(s) Idle
Vehicle Fuel System Electronic EGR secondary Ignition Speed
"Engine Application Type Location Type, Mfg Eng Ctrl System Air System System Control
Close
1.9L Escort TWC CFI EEC-IV PFE None TFI-IV DCM
Mount
Close
1.9L Escort/Tracer TWC EFI EEC-IV PFE None EDIS BPA
Mount
TWC
1.9L HO Escort DBUB EFI EECIV BVT Dual PA TFI-IV BPA
COC
TWC TB EFI
2.3l0HC Mustang EEC-IV EEGR None TFI-IV BPA
TWC UB Calif-MA
2.3L HSC
TWC &
49 States/ PA
Tempo/Topaz COC DBUB EFI EEC-IV PFE TFI-IV BPA
Canada
California TWC : MTA
2.3l HSC
Plus 49 TWC &
PA
States/ Tempo/Topaz COC DBUB EFI EEC-IV PFE TFI-IV BPA
Canada
California TWC MTA
TWC
2.5L HSC Taurus DBUB CFI EECIV EEGR PA TFIIV DCM
COC
2.9L Scorpio TWC DBUB EFI EEC-IV None None TFI-IV BPA
Probe TWC UB EFI EEC-IV TFIIV
None
3.0L None Calif-TFI- BPA
Taurus TWC UE EFI EECIV Calif-PFE
IV/CCD
None
3.0L SHO Taurus/Sable TWC UE SEFI-MA' EEC-IV None DIS BPA
Calif-PFE
Thunderbird/ (2) TWC
3.8L SC TB SEFI-MA EEC-IV PFE None DIS BPA
Cougar TWC
Thunderbird/ (2) TWC TFI-IV/
TB SEFI EEC-IV PFE None BPA
Cougar TWC CBD
(2) TWC TB TFf-IV/
3.8L Continental SEFI EEC-IV PFE CT BPA
TWC UB CBO
(2) TWC' TB TFI-IV/
Taurus/Sable SEFI EEC-IV PFE CT BPA
TWC UB CBD
Crown Victoria/
SEFI
Grand Marquis (2) TWC TB SPA .
5.0L Calif EEC-IV EEGR MTA TFI-IV
Ford Police (2) cae US
SedansMA
Town Car
(2) TWC TB
Mustang SEFI-MA EEC-IV EEGR MTA TFI-IV BPA
(2) COC UB
5.0l HO
(2) TWC TB
Mark VII SEFI EEC-IV EEGR MTA TFI-IV BPA
(2) COC UB
Crown Victoria/
Grand Marquis (2) TWC 7200-VV
5.8L DBUB MCU IBP MTA OS 1/ TSP
(Canada) cae FBC. Ford
Ford Police
ABBREVIATIONS:
Catalyst(s) Idle
Vehicle Fuel System Electronic EGR Thermactor Ignition Speed
Engine Application Type Location Type, Mfg Eng Ctrl System System System Control
E-Series/ TWC UB #1 MTA/
4.9L EFI EEC-IV EEGR TFI-IV BPA
F-Series COC UB #2. AM1, AM2
E-Series/ MTA/
5.8L REDOX UB EFI EEC-IV EEGR TFI-IV BPA
F-Series AM1, AM2
2380EG-2V
6.1L F-Series None NA None Ported CT OS-II None
Holley
4190EG-4V
7.0L F-Series None NA None Ported CT OS-II None
Holley
E-Series/ (3) TFI-IV/
7.5L UB EFI EEC-IV EEGR MTA BPA
F-Series REDOX CBO
ABBREVIATIONS:
Diagnostic Routines
Contents
Preface to Diagnostic Routines 2-1
Diagnostic Routines
PREFACE
The Diagnostic Routines list the components and systems that can contribute to a particular
condition in the order of probability, ease of accomplishment, and accessibility. These Routines
can be used as check lists for reference in the event of unusual or infrequent causes of
malfunction.
It is not necessary that any given order be followed, but it makes good sense for the
technician to visually inspect everything that his experience tells him could be the source of
the condition before beginning a m~re involved diagnosis. The effectiv~ness of every service
must be validated.
All references, under the REFER~NCE column in each Diagnostic Routine chart, are a~
follows:
'Group titles reference specific groups shown in the Powertrain, or Body, Chassis and
Electrical Shop Manuals..
On-line Automotive Service Information System (OASIS) numbers have been included where
applicable. '
. GASOLINE ENGINES
OASIS
Title Routine Page
Number
Cranks Normally But Won't Start 201 610200 2-3
Starts Normally But Won't Run (Stalls) 202 620100 2-4
Cranks Norl"flally But Slow to Start 203 610300 2-5
Rough Idle 204 620800 2-6
Misses Under load 205 630300 27
low Idle (Stalls on Deceleration or Quick Stop) 206 630103 2-7
Hesitates or Stalls on Acceleration 207 631900 2-8
Backfire (Induction or Exhaust) 208 630600 2-9
lack of Power 209 630400 2-10
Surges at Steady Speed 210 630200 2-11
High Idle (Engine Diesels) 211 620700, 640100 212
Engine Noise 212 4400 2-13
Poor Fuel Economy 213 640200 2-14
High Oil Consumption 214 4101 2-15
Spark Knock/Pinging 215 632500 2-15
Engine Vibrates at Normal/High Speeds 216 7210 2-16
Engine Runs Cold 217 4300 2-16
Engine Runs Hot 218 4300 216
Exhaust Smoke 219 - 2-17
Gas Smell 220 - 218
"CHECK ENGINE" /"SERVICE ENGINE SOON" Light Always
On or Never On "CHECK ENGINE" /"CHECK DCl" Message On
221 - 2-18
DIESEL ENGINES
Title Routine Page
6.6l and 7.8l Engines 20-1
7.3l Engine (Engine Induced Faults) 21-1
7.3l Engine (Transmission Induced Faults)
low Idle (Stalls on Deceleration or Quick Stop) 206 2-7
Hesitates or Stalls on Acceleration 207 2-8
lack of Power 209 210
High Idle (Engine Diesels) 211 2-12
Poor Fuel Economy 213 2-14
Improper Shift 223 221
Diagnostic Routines
Diagnostic Routines
Diagnostic Routines
NOTE: It is a good practice to confirm that the correct starting procedure was being used
by the customer before proceeding with diagnosis.
Diagnostic Routines
Diagnostic Routines
Diagnostic Routines
Diagnostic Routines
I
208 BACKFIRE (INDUCTION OR EXHAUST)
(OASIS IF 630600)
System Component Reference
Ignition Scope Engine For: Spark Plug, Coil, Section 13
Secondary Wires, Distributor Cap and Rotor,
Crossed Wires
Ignition Timing
Vacuum Distribution Vacuum Hoses, or Connections Leak(s) Visual and Audible
EEC Quick Test Section 14
Thermactor Thermactor System Components Section 10
Pulse Air Pulse Air System Components Section 10
Basic Engine Intake Manifold Gaskets Engine Group
Compression Check
Camshaft
Valves
Exhaust Components (Restricted) Section 5
Fuel Delivery Filter Visual, Section 11,
Pump Fuel/Engine Group
Water, Dirt, Rust, Contamination in Fuel
Lines
Fuel Pressure Regulators EFI/CFI
Injectors
Sender Filter
External Carburetor Choke Plate and Linkage Visual and Section 4
MCU Component Diagnostics Special MCU Diagnosis
Manual
Diagnostic Routines
Diagnostic Routines
Diagnostic Routines
NOTE: If engine idles smoothly after key is turned off, trouble is likely to be in the ignition
switch, ignition harness, starter solenoid "IGN" tap, or EEC relay.
Diagnostic Routines
Diagnostic Routines
NOTE: Since fuel consumption is drastically increased for city driving, short-run operation,
stop and go driving, trailer towing, extended winter warm-up periods, etc., as
opposed to "trip" mileage, an attempt should be made to determine these factors
when confronted with "poor mileage" conditions. However, since the operator Is not
always at fault, the following is appended:
Diagnostic Routines
NOTE: If the condition cannot be verified, clean engine, if necessary, change oil and filter
(at customer's expense), seal and have customer drive 500 miles (804.5 Kmlor
enough distance to consume two quarts before returning for re-examination.
NOTE: If the above fails to correct the condition, it is recommended that the owner change
his source of fuel and use higher octane fuel. .
Diagnostic Routines
Diagnostic Routines
Block (cracked/porous)
Diagnostic Routines
Diagnostic Routines
Prior to starting any repairs, complaints of Idle Emission Test failure should be verified.
The following example encompasses most of the emissions measurement modes of the current
state idle test procedures:
Ensure that the engine is at normal operating temperature and that all accessories are
turned off.
Read emissions at idle.
Run engine at 2500 300 rpm.
Read emissions within 30 seconds.
Return engine speed to idle.
Read emissions within 30 seconds.
If any emission components are replaced, Keep Alive Memory (KAM) should be cleared before
repeating State Emission Test procedure. Refer to Quick Test Appendix.
Diagnostic Routines
Diagnostic Routines
Emission Related
Components
Contents
PART
NAME NUMBER PAGE
Air Charge Temperature Sensor 12A697 3-1
Air Cleaner Cold Weather Modulator 9E862 3-2
Air Cleaner Temperature Sensor 9E607 3-3
Air Cleaner Vacuum Motor 90604 3-4
Barometric Absolute Pressure Sensor 9F479 3-5
Carbon Canister 90653 3-6
EGR Valve and Transducer Assembly 9H495 3-7
EGR Valve-Electronic 9F483 3-8
EGR Valve-Integral Back Pressure Transducer 90448 3-9
EGR Valve-Ported 90475 3-10
EGR Valve Position Sensor 9G428 3-11
Electronic Control Assembly (FBC/CFI/EFIISEFI) 12A650 3-12
EGR Vacuum Regulator 9J459 3-13
Engine Coolant Temperature Sensor ~ 12A648 3-14
Exhaust Heat Control Valve 9A427 .. .. .. ... .. ... .. .. .. 3-15
Feedback Carburetor Actuator Motor 9C908 .. .. .. ..... .. .. .. .. 3-16
Filter Assembly-Vacuum Vent 9F474 3-17
Fuel-Vapor Separator 9C369 3-18
Heated Exhaust Gas Oxygen Sensor 9F472 3-19
Ignition Barometric Pressure Switch 12A243 3-20
Emission Maintenance Warning (EMW) Module 12B514 3-21
Integral Relay Control Module 12B577 3-22
Knock Sensor 12A699 3-23
Manifold Absolute Pressure Sensor 9F479 3-24
Mass Air Flow Sensor ' ~ 128579 3-25
(Continued)
Emission Related
Components
Contents
PART
NAME NUMBER PAGE
Pressure Feedback Electronic EGR Valve 90460 3-26
Pressure Feedback Electronic EGR Transducer 9J640 3-27
Relay Assembly EEC (Power) Time Delay 12A646 3-28
Diode Assembly (Blade Type) 14A604 3-29
EEC Power Relay Location 12A646 3-30
Vacuum Check Valve 12A197 3-31
Vacuum Control Valve 8A564 3-32
Vacuum Delay Valves 9E897 3-34
Vacuum Harness Assembly-Nylon ; 9E498 3-36
Vacuum Regulator (2-Port) 9F490 3-38
Vacuum Regulator (3 & 4 Port) 9F490 3-39
Vacuum Reservoir. 9E453 3-40
Vacuum Restrictor 12A225 3-41
Vane Air Flow Meter 12B259 3-80
Air Charge
12A697
Temperature Se~sor
I
DESCRIPTION
The sensor provides the Electronic Fuel Injection System with mixture (fuel and air)
temperature information. The ACT is used both as a density corrector for airflow calculation
and to proportion the cold enrichment fuel flow. This sensor is similar in construction to the
Engine Coolant Temperature (ECT) sensor, except it is packaged to improve sensor response
time.
The sensor is threaded into a. cylinder runn~r of the intake manifold and provides the fuel
strategy with mixture temperature inforr~ation. The sensor input is used as a density corrector
for airflow calculations and to proportion the cold enrichment f~el flow.
. .
4.9U5.0U5.8L TRUCK'
3.8L THUNDERBIRD/COUGAR
5.0L CAR APPLICATIONS
2.9L TRUCK APPLICATIONS
3.8L TAURUs/SABLE AND
CONTINENTAL AND
SUPERCHARGED
2.5L HSC CAR APPLICATIONS
(AT REAR OF INTAKE MANIFOLD)
3.0L CAR AND TRUCK
APPLICATIONS LOCATED IN THE
SIDE OF THROTTLE BODY
(UPPER INTAKE MANIFOLD)
1.9L ENGINE APPLICATIONS
2.3L HSC CAR APPLICATIONS
IS LOCATED IN THE N1
INTAKE MANIFOLD
RUNNER
A cold weather modulator is sometimes used in addition to the air cleaner temperature control
(bimetal) sensor to control the inlet air temperature.
The cold weather modulator traps vacuum in the system, so the door will not switch to cold
air when the vacuum drops during acceleration. The cold weather modulator only works when
the outside air is cold, (refer to the chart below).
TO DUCT VALVE
VACUUM MOTOR
A5918-B
Functional Check
A 54 kPa (16 in-Hg) vacuum applied to motor side of the modulator holds or leaks as follows:
DESCRIPTION
The sensor is installed in the cleaner tray or air cleaner line. and is subject to temperature
changes within the air cleaner. At a given increase in temperature, the sensor bleeds off
vacuum, permitting the vacuum motor to open the duct door to allow fresh air in while
shutting off full heat.
BIMETAL SENSOR
VACUUM MOTOR
FRESH AIR
IN
TO VACUUM SOURCE
Functional Check
At an ambient temperature of less than 24C (75F), the sensor will allow vacuum to close
the duct door to fresh air. The sensor will bleed off vacuum to allow the duct door to open
and let in fresh air at or above the following temperatures:
Air Cleaner
. .V. _a_c_u_u_m_M_o_t_o_r ..I...-
90604
----'
I
'--
@
~_~_L ___'
DESCRIPTION
The air. cleaner vacuum motor operates the door within the duct. which allows either warm or
cold air to enter the engine. depending upon the temperature within the air cleaner.
_n
:({( 0
~II I
I
I
A5921-8
Functional Check
When a vacuum of 27 kPa (8 in-Hg) or greater is applied to the vacuum motor. the door stem
should pUll up and stay as long as vacuum is applied to the vacuum motor.
I----n---
TITLE BASIC PART NO. SYMBOL
L...-B_a_r_o_m_e_t_ri_C_A_b_S_O_lu_t_e a-.-...9_F_4_7_9---'
!ressure Sensor . ~
DESCRIPTION
The SAP Sensor measures barometric pressure using a frequency. This gives the EGA
information on engine load.
It is used as a barometric sensor for altitude compensation, updating the EGA during Key On,
Engine Off and every wide-open throttle.
Spark advance
EGR flow
Air/fuel ratio
VENT
A9387A
I~C_U_bo_n_c_~_~_~_r I~~II~~-O-la~o~o-~-_O~0-'1
DESCRIPTION
The fuel vapors from the fuel tank and carburetor fuel bowl are stored in the carbon canister
until the vehicle is operated. at which time. the vapors will purge from the canister into the
engine for consumption. There are two canister sizes. 925 ml and 1400 ml carbon. Canisters
are sometimes used in pairs when the vehicle has a large fuel tank or dual fuel tanks or dual
f
carburetor bowls.
~APORPUAGE
~CONNECTOAS
TYPICAL - OTHER
CONFIGURATIONS
ARE AVAILABLE
OUST CAP
OUST CAP VAPOR/PURGE NIPPLE
VAPOR NIPPLE \ FOAM FILTER
\ \ AND RETAINING
SCREEN
Functional Check
TITLE
--.
I~-~--' -~I
: ~
DESCRIPTION
The Valve and Transducer Assembly (9H495) which consists of a modified ported EGR valve
and a remote transducer, is used on selected engines (Figure 1). This assembly operates the
same as the Integral Back Pressure Transducer EGR Valve (90448) and is diagnosed and
serviced as an assembly only. Valve function checks are the same as those for the Integral
Back Pressure Transducer EGR Valve.
When servicing the assembly or any related vacuum harness, it is important to ensure proper
orientation of the transducer. The nipple 'of the transducer attached to the metal tube from the
EGR valve base must point straight down after installation. This allows drainage of exhaust
gas' condensation that may accumulate.
FROM CARBURETOR
The Electronic EGR Valve (Figure 1) is required in EEC systems where EGR flow is controlled
according to computer demands by means of an EGR valve' position (EVP) sensor attached to
the valve.
The valve is operated by a vacuum signal from the dual EGR Solenoid Valves (90474) or the
electronic vacuum regulator (9J459) which actuates the valve diaphragm.
As supply vacuum overcomes the spring load, the diaphragm is actuated. This lifts the pintle
off its seat allowing exhaust gas to recirculate (flow). The amount of flow is proportional to the
pintle position. The EVP sensor mounted on the valve sends an electrical signal of its position
to the Electronic Control Assembly (12A650).
The Electronic EGR Valve Assembly (9F483) is not serviceable. The EVP sensor (9G428) and
EGR valve (9H473) must be serviced separately.
EVP SENSOA~~-e--.......
9G428
EGR VALVE
AND SENSOR
ASSEMBLY
9F483
EGR VALVE
AND SENSOR
ASSEMBLY
EXHAUST GAS INLET 9F483
BASE ENTRY TYPE A7192-e
SIDE (EXTERNAL) ENTRY TYPE A71910C
NOTE: Verify vacuum routing per the vehicle decal before proceeding to EEC-IV Quick
Test, Section 14.
The Integral Back Pressure Transducer EGA valve combines inputs of back pressure and EGA
port vacuum into one unit. The valve requires BOTH inputs to operate. The valve will not
operate on vacuum alone. The back pressure valve has two types; poppet and tapered pintle
(Figure 1).
VACUUM CHAMBER
~
~S~~~~!~~~ f"""V-A-CU-U-M-B-'-L-EE-D-H-O-L-E--VE-N-T""""'S
VACUUM TO ATMOSPHERE
~=1~~UNTILCLOSED BY EXHAUST
BACK PRESSURE WORKING
ON INNER DIAPHRAGM
~ ~ - -_ _ OPEN TO
EXHAUST ATMOSPHERIC
BACK PRESSURE PRESSURE
CHAMBER
ORIFICE
A7178-B
_E_G_R_V_a_lv_e_-p_o_rt_e_d ~9_D__.4~7-5-11--@-E-GR---
DESCRIPTION
The Ported EGR Valve is operated by a vacuum signal (only) from the carburetor EGR port
signal which actuates the valve diaphragm. As the vacuum increases sufficiently to overcome
the power spring, the valve is opened allowing EGR flow. The amount of flow is dependent on
the tapered pintle or the poppet position which is a direct result of vacuum signal (Figure 1).
OUTLET
VALVE INLET
(VALVE HAS TAPERED PINTLE ALSO)
---I
TITLE BASIC PART NO. SYMBOL
The EVP Sensor provides EEC System with a signal indicating position of "the EGR valve.
EVP SENSOR
(REMOVABLE)
TYPICAL
LOCATION
ASSEMBLY
A5932D
DESCRIPTION
The center of the EEC-IV system is a microprocessor called the Electronic Control Assembly
(ECA). The ECA (Figure 1) receives data from a number of sensors and other electronic
components (switches, relays, etc.). The ECA contains a specific calibration for optimizing
emissions, fuel economy, and driveability. Based on information received and programmed into
its memory, the ECA generates output signals to control various relays, solenoids and other
actuators.
The ECA in the EEC-IV system is a microprocessor like the one in the other EEC systems.
One significant difference is that this ECA has the calibration module located inside the ECA
assembly, unlike the EEC-III system.
The ECA is found in different locations, depending on the model. Refer to the chart for
locations.
PROCESSOR
ASSEMBLY - 12A650
Vehicle Location
Mark VII/Continental, Thunderbird/Cougar,
RH dash panel behind kick panel
Mustang, XR4Ti,
Ranger/Bronco II
Tempo/Topaz, Escort Under instrument panel left of steering column
Taurus/Sable Ahead of glove compartment
Lincoln Town Car, Ford Crown Victoria/Mercury
LH side dash panel in passenger compartment
Grand Marquis, Aerostar
F-Series/Bronco LH dash panel behind kick panel
Econoline RH dash panel under heater blower motor
I~E_G_R_v_a_c_u_u_m_R_eg_U_I_a_to_r _ _.-..I--_9_J_4_5_9_11--~-,-~---
DESCRIPTION
The EGR Vacuum Regulator (EVR) is an electromagnetic device which controls vacuum output
to the EGR valve. The EVR replaces the EGR Solenoid Vacuum Vent Valve Assembly
(9D474). An electric current in the coil induces a magnetic field in the armature. The magnetic
field pulls the disk closed, closing the vent and increasing the vacuum level. The vacuum
source is manifold vacuum. As the duty cycle is increased, an increased vacuum signal goes
to the EGR valve.
A9359-A
Engine Coolant
12A648
Temperature Sensor 1_ _ _ _ _ _ _
DESCRIPTION
The Engine Coolant Temperature (ECT) Sensor (Figure 1) detects the temperature of engine
coolant and supplies the information to Electronic Control Assembly (ECA).
The ECT sensor is threaded into the heater outlet fitting or cooling passage on the engine.
For engine control applications, the ECT signal is used to modify ignition timing, EGR flow,
and air to fuel ratio as a function of engine coolant temperature. On electronic instrument
cluster applications, the ECT output is used to control a coolant temperature indicator.
3.8L TAURUS/SABLE
AND CONTINENTAL
io-E_x_h_a_u_st_H_e_at_C_O_n_tr_o_I_V_a_lv_e_~9_A_4_2_7---, I~.--():[J-
-.,---
DESCRIPTION
The purpose of the Exhaust Heat Control Valve (Figure 1) is to divert hot gases from the
exhaust manifold to the intake manifold riser pad. Heat is transferred from the exhaust gas to
the riser pad, which in turn heats the incoming fuel! air charge. There are two types currently
available; the bimetal spring type and the vacuum actuated type.
Bimetal Type
Vacuum Operated
When the engine is started, the valve is closed by intake manifold vacuum acting on the
vacuum motor. .
The valve will stay closed until one of two conditions occurs:
1. When the engine coolant temperature reaches a predetermined value, the vacuum supply
to the heat valve is shut off by a temperature sensing vacuum switch and the heat valve
opens.
2. When the engine speed/load condition causes a drop in intake manifold vacuum below a
specific value, the heat valve opens.
A691 008
Functional Check
Apply 33.77-67.54 kPa (10-15 in-Hg) vacuum to the vacuum motor using a hand vacuum
pump, Rotunda 021-00014 or equivalent, and trap for 60 seconds. The valve must close and
not leak more than 6.75 kPa (2 in-Hg) and open when the vacuum is released. If it does not
operate in this manner, replace the valve.
Feedback Carburetor
Actuator Motor
DESCRIPTION
9C908
1--
The Actuator (Figure 1) is part of the Carburetor Feedback Control System, used on 7200
model carburetors. The actuator is threaded into the carburetor body and its actuator shaft
moves a fuel metering pintle valve to produce a richer or leaner air/fuel mixture at the
carburetor. In response to an electronic signal coming from the Exhaust Gas Oxygen (EGO)
sensor and conditioned by the EEC (or MCU) System, the actuator shaft moves in and out.
~URnoo
A6839-8
Functional Check
1. Remove the FBCA motor from carburetor. Connect wiring harness to FBCA motor; turn
ignition switch to RUN to extend shaft. Turn ignition switch to OFF. If FBCA shaft does
not extend, replace FBCA motor and retest.
2. Push FBCA motor shaft back in by hand. If shaft will not push in, replace FBCA motor
and retest.
3. Remove and clean pintle valve, spring and carburetor passage with choke cleaner and a
small brush.
4. Reinstall pintle, spring a FBCA motor. Tighten FBCA motor to 8-10 Ib-ft.
NOTE: FBCA motor Is partly diagnosed as a part of the 5.8l MCU electronic system.
Refer to the 5.8l FBC Police and Canadian Trailer Tow MCU Diagnosis Manual.
I -
~
Filter Assembly-
9F474
Vacuum Vent
- VREST FLTR
DESCRIPTION
The Vacuum Vent Filter (Figure .1) is used to filter air being drawn into the vacuum system
when a vacuum bleed is required. It is a nylon tee with a restrictor and an open cell foam on
one leg.
~
-
. _
RESTRICT';" { BLUE .015" (E~E-9F4~4-AA)
RED _.... (E3EE-9F<74-8A)
A7117-8
DESCRIPTION
The Fuel-Vapor Separator (Figure 1) is used in vacuum systems to prevent fuel migration to a
vacuum operated device.
-.
W H l T E - -
~t:::=:;-il
l. ~-: ...
-.-
e-
.J
TO VACUUM DELAY
VALVE OR
DISTRIBUTOR
(HIGH SIDE)
~
AS285-C
Functional Check
NOTE: Separator requires positive orientation to ensure that any fuel collected will drain
back to the carburetor.
DESCRIPTION
The 'Heated Exhaust Gas Oxygen Sensor (HEGO) (Figure 1) supplies the ECA with a signal
which indicates a rich or lean condition during. engine operation.
THREADED INTO LH
~{L==;;=~--EXHAUST PIPE ON
3.8l TAURUS/SABLE
TYPICAL AND CONTINENTAL
LOCATIONS
Ignition Barometric
Pressure Switch
DESCRIPTION
12A243
1---
The Ignition Barometric Pressure Switch (Figure 1) is used to control spark timing and/or other
electrical devices in response to changes in barometric pressure (Le., altitude). When
controlling spark timing, the ignition module (12A244) is made to vary the spark timing by an
amount determined by calibration resistors in the switch assembly. In normal operation, spark
timing is increased for vehicle operation above the switching point (increasing altitude) and
retarded for vehicle operation below the switching point (decreasing altitude). When controlling
other electrical devices, only On/Off control is provided; with On (switch closed) above the
switching point and Off (switch open) below the switching point. Some switch assemblies
control both spark timing and another device (dual switch assembly) and other switch
assemblies control only one or the other (single switch assembly).
A7757-8
Either resistance value is correct if altitude is between 3,000 and 4,600 feet.
TITLE
128514 1------
SYMBOL
DESCRIPTION
The Emission Maintenance Warning (EMW) Module (Figure 1) is mounted in the instrument
panel. The EMW function activates the Check Engine Light {CELl .on the instrument panel at
2,000 hours (60,000 miles). The light indicates the emission maintenance should be performed.
3 PIN MODULE
...----
APPLICATIONS:
TITLE
128577 1------
SYMBOL
DESCRIPTION
The Integral Relay Control Module (IRCM) (Figure 1) interfaces with the EEC-IV to provide
control of the cooling fan, A/C clutch and the fuel pump. The module also incorporates the
EEC power relay to provide power to the EEC-IV system.
The module is designed specifically for underhood application. The limits of operation are as
follows:
o
A9861-B
8racket and
Powertraln Model Control Assembly
Application Controller -128577- -128581- Vehicle Location
2.5L HSC A/T
Taurus/Sable E9DF-BB E9DF-BB Radiator Support
3.0L A/T
Taurus/Sable E9DF-DB E9DF-DB Radiator Support
3.0L SHO E9DF-AB E9DF-DB Radiator Support
3.8L Supercharged E9SF-AB E9SF-AB Radiator Support
3.8L A/T
Taurus/Sable E9DF-EB E9DF-EB Radiator Support
11---'
TITLE BASIC PART NO. SYMBOL
DESCRIPTION
The Knock Sensor (Figure 1) is a piezoelectric accelerometer with the sensor designed to
resonate at approximately the same frequency as the engine knock frequency. The sensor
uses the resonant frequency to mechanically amplify the vibrations. This method allows
relatively large signals to be achieved without electrical amplification and with small package
size.
The sensor has a thin circular piezoelectric ceramic disk which is bonded to a metal
diaphragm. Electrical connections are made through a two pin integral connector.
A7188-8
Part Resonant
Number Frequency Color Planned Usage Thread
L..-M_aO_i_f_OI_d_A_b_S_O_lu_t_e_p_r_e_s_s_u_re_--,--_9_F_4_7_9----1
_Sensor .
Ir-----Yn----
DESCRIPTION
The MAP sensor (Figure 1) measures manifold vacuum using a frequency. This gives the EGA
information on engine load.
It is used as a barometric sensor for altitude compensation, updating the EGA during Key On,
Engine Off and every wide-open throttle.
Spark advance
EGR flow
Air/fuel ratio
MAP SENSOR
INTAKE
MANIFOLD
VENT A9384-A
TITLE
128579 11-----------
SYMBOL
DESCRIPTION
The sensor directly measures the mass of the air flowing into the engine. The sensor output
is a D.C. (Analog) signal ranging from about 0.5 volts to 5.0 volts used by the ECA to
calculate the injector pulse width for stoichiometry. The sensing element" is a thin platinum wire
wound on a ceramic bobbin and coated with glass. This "hot wire" is maintained at 200C
above ambient temperature'as measu~ed by a constant "cold wire".
HOT WIRE
SENSOR
COLD WIRE
SENSOR
.......
AIR
. FLOW
A9389-B
The Pressure Feedback Electronic (PFE) EGR valve is a conventional ported EGR valve. The
valve is used in conjunction with a pressure transducer (9J460) which supplies pressure
feedback to the EEC-IV processor. The EGR flow rate is proportional to the pressure drop
across a remotely located sharp edged orifice.
.\9362.\
p_r_e_s_su_r_e_F_ee_d_b_a_c_k_E_le_c_tr_o_D_i_C_ _9_J_4_6_0---,
EGR Transducer
I~---m
o-W
P
----
EF
.....
DESCRIPTION
The Pressure Feedback Electronic (PFE) EGR transducer converts a varying exhaust pressure
signal into a proportional analog voltage wh~ch is digitized by the EEC-IV processor. The EEC-
IV processor uses the signal received from the PFE transducer to complete the optimum EGR
flow. , ' ,
Af363.A
DESCRIPTION
There are three types of relays: the STO Power Relay, the Time Delay Power (TOP) Relay
and ISO Power Relay. The TOP has a delay of 5 to 10 seconds and is used with an actuator
assembly throttle control. STO Power Relay and TOP relay types consist of a movable contact
in the normally open position (SPST). Where as ISO Power Relay is SPOT. All STO power
relays (except time delay) have the same design with a different bracket attachment. ISO
Power Relay is the same as fuel pump and WAC Relays and have different base part
numbers.
Function
EEC power relays are in parallel with the ignition switch and provides power to the EEC, STO
and Time Oelay module. TOP relays also provide reverse battery protection with internal diode
and increased load handling to improve ignition switch reliability, where as ISO Power Relay is
connected in series with separate stand alone diode, which provides reverse battery protection.
87 t:=::::::l
87. V POWER TO EEC MODULE
D~D
30. BATIERY POSITIVE POST
86 0 30
85
86. TO DIODE CATHODE
__D(Blade
_i_O_de_A_s_se_m_bl_
Type)
Y
--&....-1_4_A_6_0_4---' . 1------kJ------
DESCRIPTION
The Device is 1 amp, 400V min. glass passivated metalurgically brazed, low leakage rectifier
diode.
Function
The diode' is in series with ,EEC power relay coil and provides reverse battery protection.
- . .
Specifications
Forward Volt~ge VF O.BOV @ IF = 10ma; 1.15V @ IF = 1.0 A
-Reverse Current
"-
. .
~
OP
. ~lOAELAYCOIL VIEW
BOTTOM
V~W
0 KEY PWA (RUN & CRANK)
.
DIODE
A13533-A
I~-
EEC Power
12A646
Relay Locations
DESCRIPTION
A Vacuum Check Valve (Figure 1) blocks airflow in one direction. It allows free airflow in the
other direction. The check side of this valve will hold the highest vacuum seen on the vacuum
side. If not, replace it.
Functional Check
Apply 54 kPa (16 in-Hg) vacuum to "check" side of valve and trap. If vacuum remains above
50.6 kPa (15 in-Hg) for 10 seconds, the valve is acceptable.
'01]
TITLE BASIC PART NO. SYMBOL
8A564 2PORT
~ ogv
3PORT
DESCRIPTION
The VCV controls vacuum to other emission devices during engine warm-up: the 2-port types
simply open when engine coolant reaches their pre-determined calibration temperatures; the
4-port types open likewise, since they are nothing more than two 2-port types in one housing;
and the 3-port types switch the vacuum source to the center port from the top or the bottom
ports. Electrical switches can be either open or closed until the VCV is fully cycled. Most
VCV's respond to a sensing bulb immersed in engine coolant by utilizing a wax pellet principle.
The only exception is the 9F454 which operates on a bimetal principle. Vacuum is usually
sourced as illustrated in Figure 1.
r--~- A
8AS64 8
OR
12A091
0
A , EGR VALVE
A
M
8, VACUUM SOURCE A
B
B 9F4S4
E A2 CARBON CANISTER
PURGE VALVE
S 8 VACUUM SOURCE
2
90473
A CONNECTS TO VACUUM DEVICE
B CONNECTS TO VACUUM SOURCE
A6064-D
8A564
Vacuum Control Valve 9D473
9F454
12A091
2. With engine" at normal operating temperature, the VCV should be open between A an'd B
and closed betWeen A and C. '. . " .'"
The electrical vacuum switch (Figure 2) could be either opened or closed at room temperature.
It will be reversed (opened to closed or closed to opened) with the engine at full operating,
temperature.
A615O-C
1. While the engine is cold,' measure the continuity across the switch. Compare with
specifications.
9E897
Vacuum Delay Valves 12A189 ~ <>IJo
12A208 VDV ot==Ifo VROV
12A245 OVTW
DESCRIPTION
Vacuum Delay Valves (VDV) are used for a gradual application or release of vacuum to a
vacuum-operated device to help control emissions. The four valves currently in use are
illustrated below with an arrow to show the direction in which airflow is restricted (Figure 1).
Note that, although each valve is named for a given system application, it may be used .
elsewhere.
TO THERMACTOR
(LARGE PORT)
"'_-.!
. VACUUM .....
SOURCE
(SMALL PORT)
WHITE
SIDE
ALTERNATE
THERMACTOR OR AIR CLEANER DESIGN
RETARD DELAY VALVE 9E897 TWO-WAY DELAY VALVE-12A245
L
DISTRIBUTOR
9E897
Vacuum Delay Valves 12A189 e>I}<> <>RJo
12A208 VDV ~ VRDV
12A245 DVTW
Functional Check
Connect a hand .vacuum pU'mp,' Rotunda 021-00014 or equivalent,' to the VDV as shown in
Figure 2 and pump.
c3D=~----.I@ ~
VDV HOSE
PUMP
1. Valves with one side black or white and the other side colored are good if vacuum' can
be built-up in one direction, but not the other direction and if that built-up vacuum can be
seen to slowly decrease. '
2. Valves with both sides the sam.e color are good if vacuum can be built-up in both
directions before visibly decreasing.
NOTE: .Exercise care in order to prevent 011 or dirt from getting into the valve.
L..--...v_ac_u_um_"_ar_oe_s_s
~embly - Nylon _~ 9_E4_9_8-----1 I-~-l-d-+-I-'~-I
. ~l) .
DESCRIPTiON
Engine vacuum systems currently use a preassembled harness which features colored nylon
vacuum lines. The color is a visual aid both in production and in service. The emission decal
on the engine provides a colored schematic of the vacuum hook-up which corresponds with
the preassembled harness."
Vacuum hose harnesses (Figure 1) consist of nylon -hoses; O.150-inch outer diameter and
O.OeO-inch inner diameter bonded to nylon or rubber connectors. Occasionally, a rubber hose
may be connected to the harness. The nylon connectors have rubber inserts to provide a seal
between the nylon connector and the component connection (nipple).
387065-8
3838478
387043-8 383013-8
373846-8 384111-8
A7115-8
Figure 1 Vacuum Connectors Used With 5/32 Inch Rubber Hose for Service
Vacuum Harness
Assembly - Nylon
SERVICE PROCEDURES
.9E498
1--
If a nylon tube is broken or kinked, and the damaged area is 1/2-inch or more from a
connector; the tube can be repaired by cutting out the damaged section, but not more than
1/2-inch, and then installing a rubber union (Figure 2).
j t ~~i~~~:,g~
1I2-INCH
Of UNION
~t=:=~' ===::=::::34
" " KINK OR HOLE
ORIGINAL IN NYLON HOSE ORIGINAL
~_38~1_4\3-_S_~~~
... a
REPAIR
A7196-B
If the remaining hose is too short or the damaged portion is more than 1/2-inch: replace the
entire hose and connectors with rubber vacuum hoses and a tee. Use existing service stock
of 5/32-inch hose, 7/32-inch hose and' tees.
NOTE: Circled numbers shown in Figure 3, identify same connection points on both
original and repaired harnesses. .
i CAUTION 1
Care must be exercised to keep all vacuum parts away from hot components such as
EGR tubes and exhaust manifolds. In addition, holes may be worn into the nylon hoses
if allowed to rub against rough surfaces.
The two port vacuum regulator (Figure 1) provides a constant output signal when the input
signal is greater than a preset level. At a lower input vacuum, the output equals the input.
Functional Check
1. Remove vacuum line from the barbed output port (Figure 1), and install Rotunda Vacuum
Gauge 059-00008 or equivalent.
2. With manifold vacuum at the input port and the engine at idle, the vacuum gauge should
read between 35.7-45.9 kPa (10.5-13.5 in-Hg).
3. If the vacuum gauge reading is not within the specification, replace the regulator as
required.
NOTE: The two port vacuum regulator Is commonly attached to a 90-cubic inch vacuum
reservoir.
~-
Vacuum Regulator
9F490
(3 & 4 Port) I_ _
DESCRIPTION
The Three-Port (Figure 1) and Four-Port (Figure 2) regulators are used to control the vacuum
advance to the distributor. During engine idle conditions, the manifold vacuum signal is reduced
to a constant output signal. Off idle, the output signal equals the spark port.
SPARK PORT
Functional Check
1. Remove the vacuum line from distributor port and install a vacuum gauge,
(Figures 1 and 2).
2. With the engine at idle, the vacuum gauge reading shouldbe within 3.4 kPa (1 in-Hg)
vacuum of calibration point. .
DESCRIPTION
The Vacuum Reservoir (Figure 1) stores vacuum and provides "muscle" vacuum. It prevents'
rapid fluctuations or sudden drops in a vacuum signal such as those seen during an
acceleration period.
VACUUM
OUTPUT
Functional Check
When charged initially with 15 to 20 in-Hg vacuum, vacuum loss shall not exceed .5 in-Hg in
60 seconds. If it does, replace the reservoir.
12A225
Vacuum Restrictor'
.9K319 ~'T
V REST L REST TREST
DESCRIPTION
This orifice-type flow restrictor (Figure 1) is used in several' emission calibrations to control the
flow rate and/or timing inactions to the following emission component systems:
c. Purge system
d. Therma<?tor system
A6068-C
The flow rate through the restrictor is ~he same in both directions. .If it is blocked, replace it.
AIRFLOW
A7183-8
Carburetors,
Throttle Bodies and Injectors
Contents
Component Descriptions 4-1
Component Descriptions
AnS3-B
APPLICATIONS
Component Descriptions
The Air Bypass Solenoid (Figures 2 and 3) is used to control engine idle speed and is
operated by the Electronic Engine Control (EEC) module. .
The valve allows air to pass around the throttle plates to control:
No touch start
Dashpot
Over temperature idle boost
VALve
BODY
SOLENOID INLET
(ATMOSPHERE)
.,
OUTLET
(MANIFOLD VACUUM)
A12784-A
AIR AIR
OUT IN
(MANIFOLD) (ATMOSPHERE)
A12765.A
Component.Descriptions
The Throttle Body Assembly (Figure 4) controls airflow to the engine through a single or dual
butterfly valve. The throttle pgsition is controlled by convention~1 linkage. The body is a single-
piece, die casting of aluminum. It has a single bore with an air bypass channel around the
throttle p l a t e . .
1. An adjustment screw to set the throttle plate stop 'at a minimum idle airflow position.
4. A PCV fresh air source upstream of the throttle plate (some applications).
5. Individual vacuum taps for PCV and EGA control signals (some applications).
A6988-8
Figure 4 Typical Air Throttle Body Assembly, Maybe of Single or Dual Bore Type
Pre-checks
Inspect the fuel lines and fuel tank for deformaties, leaks and kinks.
Inspect the vacuum lines for leaks - disconnected, kinks, or broken plastic connector.
Inspect the cooling hoses to be sure they are not collapsed, kinked, or leaking.
Inspect ignition system for crossfire, spark plug wires - coil wire off or loose.
1. Remove air duct to Throttle Body In.let. Disconnect Bypass Valve Signal Lead and attach
actuator (Idle Air Bypass Valve Oscillator) harness plug.
2. Start actuator and engine (For vehicles with airflow meters, do not start engine at this
time). Spray Carburetor Tune-up Cleaner D9AZ-19579-AA or equivalent, into throttle bore
just enough to wet bore, Throttle Plate, and Idle Air Bypass Valve. Cycle oscillator to
make sure IABP Valve is open to accept cleaning fluid.
3. Stop engine (where applicable) and actuator and let soak for 15 minutes.
4. At end of 15 minutes, saturate cleaning brush with solvent and articulate brush between
bore and plate while holding throttle at wide open; exert some pressure against bore wall
and plate surface. Repeat saturating brush and scrubbing for two to three minutes making
sure to reach into corners near the throttle shaft ends.
5. 'Start actuator and engine. Spray Carburetor Tune-up Cleaner into throttle bore to wash
away residue (For vehicles with airflow meters, do not start engine at this time and do not
spray for longer than six seconds' continuous.) On assemblies with attached Bypass Valve,
spray cleaner into passage leading to the inlet of the valve while operating oscillator to
insure that c.leaning fluid reaches the pintle. Before proceeding with next step, insure that
throttle closes properly.
6. ~eplace air' duct. If vehicle is not to be driven within a few minutes, run engine at idle for
one minute to dry out solvent residue. Operate oscillator at this time to insure solvent flow
thru the by-pass valve.
7. Disconnect actuator from IABP Valve and reattach control signal lead.
NOTE: Use wire stem horse hair or nylon bottle cleaner type brush 1 to 1 1/2
inches thick.
Use rubber gloves and eye protection.
Vehicles with air . flow meters cannot be run with air duct removed.
For 3.0L Probe, all 4.9L and S.8L (U/8S00 GVW) E and F-Series:
INote I
The curb idle and fast idle RPM are controlled by the EEC-IV processor and the idle
rpm control device and cannot be adjusted.
IRemember I
A change in idle rpm occurred because of a problem elsewhere. You should only enter this
procedure after you have eliminated the possible causes listed below: .
Vacuum leaks (air intake manifold, vacuum hoses, vacuum reservoirs, power brake
booster where applicable, etc.).
IVerify I
Transmission in PARK or NEUTRAL.
Wheels blocked.
IProcedure I
1. Activate Engine Running Self-Test.
2. After service code 11 has been displayed, qUickly (within 4 seconds) 4niatch and latch the
STI button.
3. A single pulse code indicates the entry mode, then observe Self-Test Output (STO) of the
STAR tester for:
Constant tone, solid Light, or "STO LO" readout means base idle rpm is within range.
To exit test unlatch STI button, then' wait 4 seconds for reinitialization. (After 10 minutes
it will exit by itself.)
Beeping tone, flashing light, or "STO LO" readout at (8 Hz) indicates TP sensor out of
range due to over adjustment, adjustment may be required.
Beeping tone, flashing light, or "STO LO" readout at (4 Hz) indicates base idle rpm is
too fast, adjustment is required.
Beeping tone, flashing light, or "STO LO" readout at (1 Hz) indicates base idle rpm is
too slow, adjustment is required.
"
4. If adjustment is required refer to possible causes listed above and correct them as
required, then continue with Step 5.
5. Refer to figure 4, turn throttle plate stop screw until beeping tone, flashing light or "STO
LO" readout is constant.
6. Open throttle to 1500 rpm for 10 seconds, then recheck base idle rpm.
INote I
The curb idle and fast idle speeds are controlled by the EECIV processor and the idle
speed control device and cannot be adjusted.
IRemember I
A change in idle speed occurred because of a problem elsewhere. .you should only enter this
procedure after. you have eliminated the possible causes listed below:
Contamination within the throttle bore.
Contamination within the idle speed control device.
Contaminated or defective EGO/HEGO sensor.
Throttle sticking or binding.
Engine not reaching operating temperature.
Vacuum leaks (air intake manifold, vacuum hoses, vacuum reservoirs, power brake
booster where applicable, etc.). .
IVerify I
Transmission in PARK or NEUTRAL.
Parking brakes applied (automatic brake release disconnected where applicable).
Wheels blocked.
Cooling system filled.
Engine at operating temperature.
Heater and accessories off.
Throttle lever is resting on the throttle plate stop screw (EFI only).
Ignition timing set to specification.
a. Perform EEC-IV diagnostics and resolve any vehicle malfunction that are indicated by
service output codes. (Ignore this step if you were sent here from an EEC-IV Pinpoint Test
Step).
b. Engine off, disconnect the negative (-) terminal of the battery for five minutes minimum then
reconnect it.
c. Start engine and stabilize for two minutes, then goose engine and let it return to idle, lightly
depress and release the accelerator and let engine idle. Does engine idle properly?
NOTE: If electric cooling fan comes on, wait until it turns off.
d. If engine does not idle properly, SHUT ENGINE OFF. Go to the appropriate adjustment
procedure page. Follow the procedure from top of the page in sequence to the bottom of
the page.
2. Turn ignition key on but do not start engine. ISC plunger will retract within 10-15 seconds.
If ISC plunger does not retract, perform EEC-IV diagnostics.
3. Disconnect vehicle harness from the ISC motor. Turn ignition key off and remove jumper
wire.
2.5L: ATX 50 rpm less than specified on Decal continue with Steps 5, 6, 7 and 8.
2.5L: MTX 100 rpm less than specified on Decal continue with Steps 5, 6, 7 and 8.
6. Remove the plug that covers the throttle stop adjusting screw (Figure 7).
7. Remove the old throttle stop adjusting screw and install a new screw.
9. Adjust throttle stop adjusting screw (Figure 6 or 7). Refer to Step 4 for idle rpm.
10. Shut engine off and reconnect vehicle harness to the ISC motor. Reinstall air cleaner.
ADJUSTMENT PROCEDURE 1.9L 2.3L 2.3L 2.9L 3.0L 3.0L 3.8L 3.8L 3.8L 5.0L
FOR PASSENGER CAR EFI EFI EFI EFI EFI SEFI SEFI SEFI SEFI SEFI
MAl
HO HSC OHC TURBO AXOD MA RWD AXOD
SC
REFER TO FIGURE- 4 4 4 8 4 9 4 4 4 4
1. Unplug spout line and verify that ignition timing
X X X
is Base 2 degrees BTDC (Refer to dec~I).
Remove PCV hose from intake manifold and plug
it. Remove CANP hose from intake manifold and
2. X
connect Rotunda tool :# T89P-9600-AH between
PCV andCANP ports.
3. Remove PCV hose at the PCV valve and install
X X
.200 inch diameter orifice (Tool T86P-9600-A).
4. Disconnect Idle Speed Control-Air Bypass
X X X X X X
Solenoid.
5. Start engine and run at: rpm/sec ....................... 2000/60 2500/30 1500/30 2000/120 2000/30 IDLE
6. Place automatic transmission in ......................... Park Drive Park Park Drive Park Park Park Park
manual transmission in Neutral Neutral
7. Engine off, back out throttle plate stop screw X
X X X
clear off the. throttle lever pad.
8. With a .010 in. feeler gauge between the throttle
1.2
plate stop screw and the throttle lever pad turn
the screw in until contact is made then turn
it an additional ............................................... 1.5 1.5 1.5
turns turns turns
9. Check1adjust idle rpm:
Loosen the throttle camplate roller bolt ........... X
Turn the throttle plate stop screw to (rpm) ...... 95050 A 102550 A 65025
M 155050 M 60025
7oo25 76020 8oo30
THROTTLE STOP
ADJUSTING SCREW
---STI---------- TO SELFTEST
INPUT (STI)
A778tC
IDLE SPEED
CONTROL (ISC)
HARNESS
CONNECTOR
A9865-8
Figure 5 1.9L CFI and 2.5L CFI HSC Figure 6 1.9L CFI
A8318-C
THROTTLE CAMPLATE
( ~OlLER(BOL~
"J ~
~~, / A11402-A
Instructions
1. Place the transmission in NEUTRAL or PARK. Set parking brake and block wheels. If
equipped with automatic brake release, disconnect vacuum hose and plug it.
5. Place the fast idle adjustment on the second step of the fast idle cam (Figure 10).
Checkladjust fast idle rpm to specification.
6. Rev engine momentarily, place fast idle adjustment on the specified step and recheck fast
idle rpm.
Instructions
1. Place the transmission in NEUTRAL or PARK. Set parking brake and block wheels. If
equipped with automatic brake release, disconnect ,the vacuum hose and plug it.
6. Check curb idle rpm. If adjustment is required, adjust the curb idle speed screw (Fig'ure 11).
7. Place the transmission in NEUTRAL or PARK. Rev the engine momentarily. Place the
transmission in specified position and recheck curb idle rpm and readjust only if required.
8. Apply a slight pressure on top of the nylon nut located on the accelerator pump to take
up the linkage clearance.
9. Turn the nylon nut on the accelerator pump rod clockwise until a .010 .005 clearance
is obtained between the top of the accelerator pump and the pump lever.
10. Turn the accelerator pump rod one turn counterclockwise to set the lever lash preload.
11. Remove the plug from the throttle kicker vacuum hose and reconnect.
Instructions
1. Place the transmission in NEUTRAL or PARK. Set parking brake and block wheels. If
equipped with automatic brake release, disconnect the vacuum hose and plug it.
5. Connect an external vacuum source providing a minimum of 33.7 kPa (10 in-Hg) to the
VOTM kicker.
7. Check VOTM kicker speed. If adjustment is required, loosen the saddle bracket hold-down
screw, then turn the VOTM kicker speed adjusting screw. After adjustment is made,
tighten the saddle bracket hold-down screw (Figure 11).
8. ~emove external vacuum source. Remove plug from VOTM kicker hose and reconnect.
FAST IDLE
ADJUSTING SCREW
A6242-<:
CURB IDLE
SPEED SCREW
A6248-F
6.1L 7.OL
2380EG2V 4190EG4V
Instructions
1. Stabilize engine temperature. X X
Curb Idle Speed Decel Throttle Control Speed and Anti-Dieseling Set Speed
6.1L 7.0L
2380EG2V 4190EG-4V
Instructions
1. Stabilize engine temperature. X X
ANTt-DIESELlNG~~;:;;~~~~~~
SPEED SCREW
A8534C
Figure 12 6. 1L Engine with 2380 EG 2V-Curb Idle, Anti-Dieseling and Fast Idle Speed
Adjustments
ANTI-DlESELlNG---::::=::e1~::1:~~~-A
SPEED SCREW
CURB IDLE
ADJUSTING SCREW
A8535-8
Figure 13 7.0L Engine with 4190 EG-4V-Curb Idle and Anti-Dieseling Adjustments
CHOKE LINK
BENT TO
ADJUST
PULLDOWN
A9870C
Figure 14 7.0L Engines with 4190 EG-4V - Choke Plate Pulldown Clearance Adjustment
FAST IDLE
ADJUSTING SCREW
CHOKE
OPERATING
LEVER
A9869B
Figure 16 7.0L Engines with 4190 EG-4V - Fast Idle Speed Adjustment
d. Release the CER; it should return to its original position automatically (room
temperature or colder).
e. Observe the upward movement of the CER for any indication of sticking/binding.
f. Rotate the CER 90 degrees from its original position and repeat Steps B
through E.
NOTE: CER can be rotated using your fingers if the rod is placed in its full
up position. The number identification on top of the CER can be used for
determining the 90 degree rotation requirement.
g. Rotate the CER another 90 degrees (total of 180 degrees from its original
position) and repeat Steps B through E.
5. Verify if the carburetor has a sticking/binding Control Vacuum Regulator (CVR) with
the following procedure:
a. Hold the choke pulldown diaphragm in its retracted position.
b. Place the fast idle lever on the highest step of the fast idle cam.
c. Push the CVR down to its seated position. Feel for any friction/binding.
d. Release the CVR, 70F or warmer, the CVRshould lift-off its seat automatically,
colder than 70F, push down on the CER to lift the CVR.
e. Observe the upward movement of the CVR for any indication of sticking/binding.
6. If cam movement is still not free, remove carburetor from vehicle, then remove the
throttle body from the carburetor. Remove the choke cap, the choke shaft and lever
assembly, and the fast idle cam. Check the surfaces of all parts for grease, foreign
material, bends, cracks, or distortion. Clean or replace parts as required. If a new
fast idle cam is installed, adjust cam set according to procedure in Section V and
tighten to specification.
7. If movement is okay, make sure the choke control rod is connected to the choke
shaft lever with the retaining E-ring. If the "CVR" causes binding, replace and reset,
as outlined in Section V and Fuel Shop Manual Group.
8. Reinstall the carburetor, as outlined in Section VI.
III. Electric Chok~ Functional Test
A. Choke Circuit Test
NOTE: Refer to body wiring diagrams for detailed information on electrical
circuitry affected in this test. Two different types of circuitry are used. For
battery powered choke, the choke cap and the oil pressure switch are
connected in series through the wiring harness connectors.
For alternator powered choke, the choke cap wire is connected to the alternator
stator terminal connection.
Either type is readily identifiable by visually tracing the routing from the choke
cap terminal.
To perform continuity tests of Section III Steps A-1 and -2, listed below,
disconnect the stator terminal of the alternator for alternator powered choke.
Reconnect after completion of testing.
b. Connect one end of a test lamp to the positive terminal of the battery and the
other end to the choke cap terminal. The test lamp should light, indicating
continuity. If it does light proceed to Step 2, if it does not, light continue with
Step C.
c. Connect one end of a jumper wire to the choke cap clamp shroud and the
other end to the negative terminal of the battery. Also connect one lead of a
test lamp to the positive terminal of the battery and the other lead to the choke
cap terminal.
d. The test lamp should light indicating continuity; if not, connect the jumper wire
directly to the choke cap ground; if the lamp lights, correct the poor contact
between the choke cap clamp shroud and the choke cap ground. If the lamp
does not light, replace the choke cap.
b. Disconnect oil pressure switch from harness, use a jumper wire in place of the
switch to complete the circuit.
c. COnllect one lead of a test lamp to the negative terminal of the battery and the
other lead to the choke cap terminal.
d. Turn the ignition key to the RUN position without starting the engine. The lamp
should be lit. If not, locate and service the open circuit by checking fuse, fuse
link, connector, etc.
e. Remove the jumper wire used as a substitute for the oil pressure switch;
reconnect the harness lead wire to the oil switch terminal.
f. Turn the ignition switch to the RUN position without starting the engine. The test
lamp should not indicate continuity. If the lamp indicates continuity, the oil
pressure switch is defective.
g. Start the engine. The test lamp should indicate continuity. If the lamp does not
indicate continuity, the oil pressure switch is defective.
a. Connect one lead of a test lamp to the choke cap ground and the other lead to
the negative terminal of the battery.
b. Start the engine, the test lamp should indicate continuity. If not, locate and
service open circuit between choke cap to alternator stator terminal. If no open
circuit is found, check alternator output and service as required.
1. Check for bending, misaligned linkage, broken parts, contamination and/or loose
parts. Service as required.
Start the engine and watch for the choke diaphragm rod to retract. If the retraction
timing is within specification listed in Special Specifications Issue TSB Publications,
the choke control diaphragm is functioning properly and no further check is
necessary.
a. Remove the diaphragm cover and the diaphragm as. outlined in the Fuel Shop
Manual Group (removal of the carburetor is not necessary, but h~lpful).
b. Visually inspect the- diaphragm. If cut or torn, replace the diaphragm with a new
one and assemble it with the original cover on the carburetor and continue with
Step C.
If the diaphragm is not cut or torn, replace the cover with a new one and
assemble it 'with the original diaphragm on the carburetor and continue with Step
C. Ensure the assembly is sufficiently "tight to prevent vacuum bleed-off at
diaphragm mounting.
c. Connect a vacuum line from the connector tube on the diaphragm cover to a
powered vacuum source. Apply 60 kPa (18 in-Hg) vacuum to the diaphragm and
proceed with one of the following substeps, depending upon how the carburetor
reacts to the vacuum:
2. It does not retract the diaphragm within specification or it does not retract at
all. Replace the cover with a new part, assemble* it with the existing
diaphragm onto the carburetor, and repeat this test again. Be sure the
assembly is sufficiently tight to prevent vacuum bleed-off at diaphragm
mounting.
1. Connect one lead of an ohmmeter to choke cap terminal and the other lead to
choke cap ground. Ensure metal-to-metal contact is achieved (not metal-oxide film-
metal) and false readings are prevented. Throughout this test, the ohm reading
should be under 30 but never zero. At any point of this test, if the ohm reading is
outside this range, start the test all over. If this same improper reading repeats, the
choke cap is defective. The cap should be replaced as outlined in the Shop Manual
Fuel Group.
2. With the choke cap connected electrically, start the engine and run for three
minutes. Shut the engine off. During this three minutes, the CER should remain
seated for an engine which was warm at the beginning. This rod should gradually
lower to seat for an engine which was cold at the beginning. If the CER does not
respond this way, note this fact and continue on with the test.
3. The choke cap should be quite warm to the touch now. Using choke tester, cool
the cap down by directing cold air toward the oval-shaped insulator (not the case)
around the cap terminal. The ohm reading should gradually vary and eventually a
sudden increase is noticeable. Stop the cooling. This sudden increase should take
place within 10 minutes since cooling began, if the Rotunda tool is employed at
maximum effectiveness and was placed as close to the cap as possible. If this
sudden resistance change does not take place within the above time limit, the choke
cap is defective and should be replaced as outlined in the Fuel Shop Manual Group.
If this sudden change takes place within this time limit, continue on with the testing.
4. Using the choke tester of Step 3 (or equivalent), warm up the cap by directing hot
air toward the oval-shaped insulator. The ohm reading should vary gradually and
eventually a sudden decrease is noticeable. Stop the warming. This sudden decrease
should take place within 10 minutes since warming began, if the tool is employed at
maximum effectiveness and was placed as close to the cap as possible.
If the sudden resistance change does not take place within the above time limit, the
choke cap is defective and should be replaced as outlined in the Fuel Shop Manual
Group.
If this sudden change takes place within the time limit, the choke cap has been
checked-out all right as far as its resistance is concerned; it generates heat in the
way it should.
5. The choke cap test itself is concluded. However, if the CER response in Step 2 is
not proper, the procedure shown in Section II should be performed to identify and
service the linkage-related problem that causes this improper response.
CER 24C (75F) Run, CER -18C (OF) Start and Control Vacuum Regulator
Setting
A. Cold Enrichment Rod (CER) Adju'stment Sequence
NOTE: The CER mechanism affects carburetor air/fuel mixtures throughout
engine operation, cold and warm. Several adjustments are required. Although
each adjustment does affect a particular phase of operation, and each
"maladJustment" can lead to a particular performance symptom, the adjustment
procedure must be performed completely and in the following described
sequence to provide desired CER performance.
If adjustment cannot be accomplished due to epoxy in the adjustment nut, a new
service assembly (9F685) must be installed. Refer to Step B.
1. Remove carburetor from engine.
2. Assemble Dial Indicator Kit TOOL-4201-C or equivalent, to carburetor.
7. Fill two nuts and stop screw with MT13 epoxy or equivalent.
NOTE: The rod has an undercut designed to break, if breakage does occur,
a new rod assembly must be installed. The upper body must be loosened to
position the rod through the opening. Replace the upper body gasket as
necessary (Fig. 20).
1. Install stator cap and rotate clockwise (CW) to index. Dial should indicate the tag
specification for Run at 24C (75F) 0.010 inch.
2. Rotate choke bimetal lever CW until CER travel stop screw bottoms on choke
seal retainer (full travel). Dial should indicate the tag specification for Start at 18C
(OF) 0.005 inch.
3. Adjust by turning CER travel stop screw with 5/64 inch hex wrench, CW to
decrease or CCW to increase height.
E. Choke Diaphragm Start (Crank) Position for Warm Engine (24C, 75F)
Refer to Figure 23.
1. Push in diaphragm assembly. Dial should indicate the tag specification for Start at
24C (75F) 0.020 inch.
1. Seat CER again using stator cap weight and check for zero dial indicator reading.
Reset zero position of indicator if required. Remove stator cap weight (Figure 24).
2. Depress the CVR until seated. Dial should indicate the tag specification for CVR
0.10 inch.
3. Adjust by holding CVR with 3/8 inch wrench, and turning adjustment with 3/32
inch hex wrench CW to decrease or CCW to increase height (Figure 25).
Verify that air cleaner heat riser tube and fresh air pick-up connections are correct.
VI. Removal and Installation of Adjustment Limiting Choke Bimetal Housing and
Enrichment Rods
A. Refer to Fuel/Engine Shop Manual Group.
*Refer to the Special Specifications Issue TSB Publications.
COLD ENRICHMENT
SPECIFICATIONS TAG ---~!Lt:--t==-J--LJI
A7227B
I
DIAL
TOR
A7228-B
CER
ADJUSTING
NUT
A7229-B
b
CER
r......,llu.....J"--- LEVER
A723O-B
CHOKE
ADJUSTING
NUT
A7231B
5164" HEX
WRENCH
A7232-8
eER RUN
75 000 eER RUN START
0 000 75 000 000 E2AE
eVR 000 0 000 000 9C911
eVR 000 DA
READ
HEIGHT
DIAPHRAGM
ASSEMBLY
Figure 23 Choke Diaphragm Start (Crank) Figure 24 Control Vacuum Rod (CVR)
Position - Warm (24C, 75F) Position - Check
A7235-8
eVR POSITION
CHOKE SHAFT
LEVER PIN
FAST IDLE
INTERMEDIATE
LEVER
FAST IDLE
DEPRESS PICKUP LEVER
TO SEAT
DIAPHRAGM
A7231-8
Figure 26 Choke Diaphragm Run Position for Cold Engine (- 18C, OF)
A7237B
I. Pre-Check Instructions
E. Check all carburetor linkages for freedom of operation. Service, replace or adjust as
required.
F. Check for freedom of operation of choke plate for closing and opening in the air horn
bore. Correct as required.
G. Reconnect choke cable and check choke plate travel using dashboard control.
Depress throttle and pull choke full on. Choke should be fully closed in air horn bore.
Depress throttle and push choke in. Choke should be fully open. Correct choke cable
adjustment as required.
Reinstall the air cleaner assembly. Tighten the air cleaner wing nut to specification.
DESCRIPTION
The Fuel Injector (Figure 28) is a solenoid operated valve that meters fuel flow to the engine.
The injector is opened and closed a constant number of times per crank revolution. The
amount of fuel is controlled by the length of time it is held open.
The injector is normally closed and is operated by a signal from the Electronic Engine Control
(EEC) module.
There are several Deposit Resistant Injector (DRI) designs (Figure 29).
INTEGRAL FILTER
FUEL RAIL O-RING
SEAL
COIL
Fuel Injector
Symptom Cause Corrective Action
Failure Mode .
Tip deposits.
Rough Idle, Hard Start, Lean injector. Clean injectors.
(Plugged)
Internal Test/replace if
Hot/Cold
contamination. necessary.
Te9t/replace if
Rich injector. Stuck open. (Leaks)
necessary.
Test/replace if
Injector will not pulse. Short or open circuit.
necessary.
Tip deposits.
Misses Under Load Lean injector. Clean injectors.
(Plugged)
Hesitates or Stalls on Internal Test/replace if
Acceleration contamination. necessary.
Backfires
Lacks Power
Surges at Steady
Speed
Internal Test/replace if
Gas Smell Injector stuck open.
contamination. necessary.
Injector leaks internally Internal Test/replace if
(into intake manifold). contamination. necessary.
Injector leaks Test/replace if
Defective O-Rings.
externally. necessary.
NOTE: Test and clean injectors using the Rotunda Tester/Cleaner 113-00001 or equivalent.
1 F_u_e_l_ID_J_-e_c_to_r_T_e_s_te_r_/_c_le_a_D_e_r 1
11. Disconnect the cleaner supply hose from the fuel supply manifold connection inlet.
Install fuel connector retaining clips (N805522 inlet, N805521 outlet). When reinstalling
vehicle fuel lines, lubricate a-rings. Put safety ring onto fuel line connector when
reinstalling vehicle fuel lines on late models equipped with spring lock connectors. Safety
indicator ring will pop off when connection is properly installed. Check for proper "seating
of connection" by using hand force to separate -connection, check for leaks.
5. Calibrate the tester using the procedure outlined in the instructions; included with the
calibration kit injectors.
9. Run the engine just long enough (approximately 2 minutes) to eliminate all the air in fuel
supply hose and fuel rail. Shut engine off. Do not shut off tester unit.
10. Select the proper flow range. Turn the flowmeter selection valve to
Flowmeter No. 1 for Blue, Grey or Yellow injectors, or
Flowmeter No. 2 for White, Black, Green or Brown injectors.
The flow band colors correspond to the injector top color. (Color may vary slightly
between manufacturers.) Flowmeter 2B is now available for newly released injectors.
Refer to EFI Application Chart.
11. Install the tester injector harness on the vehicle injectors. Match the injector number on
the harness to that of the cylinder (or use 10 pin connector FA-412) for S.OL engine (or 8
pin adaptor harness No. 6222 for 3.8L).
12. Position injector selector switch to each injector number while pressing fuel injector test
button.
13. Observe the position of the flowmeter float at eye level when the ball stops rising. A float
level within the color code range on the scale indicates a good injector.
14. To confirm initial test readings, a maximum of three testings on the set of the injectors
can be performed restarting the engine.
15. Any injectors removed from an engine should be bench tested to confirm diagnostic
conclusions. A continuity checker FA-407 is provided to check continuity of injector
harness leads between the injector and the ECM unit. Disconnect injector and insert
continuity checker FR-407 into injector plug. Start engine, observe Continuity checker will
blink showing completed circuit for that injector being tested.
NOTE:
a. If the flowmeter readings are high or low on the color code scale, the fuel injectors
should be cleaned.
b. If all the readings are high, there may be' leaky injectors' (one or more). To check for
leaky injectors, observe pressure gauge. It should hold pressure with the fuel pump and
manual shut off valve. If there is a pressure drop, detect the leaky injector by observing
flowmeter (the leaky injector shows less flow). If this is not possible, remove all injectors
and test individually. Refer to Bench Testing procedure.
c. 'f fuel injector cleaning is required, turn manual shutoff valve to the ON position. Refer to
Fuel Injector Cleaning Procedure.
d. Testing may be performed before or after cleaning process.
7. Connect the power supply leads to the battery, observing correct polarity.
9. Press the injector test switch and the purge switch together for about 30 seconds to
eliminate air from the supply hose and injector.
10. No leakage from the fuel injector nozzle tip should be visible. Replace any leaking
injector.
11. Press injector test switch to test injector, observe float in flowmeter.
12. Check the flowmeter readings and record all test results.
Fuel pressure other than recommended 39-40 psi for all high-pressure EFI vehicles. Refer to
Section 11 including the fuel pressure regulator diagnostic.
NOTE: All multiport (EFI) injectors should be tested at 40 PSI regardless of vehicle
system operating pressure.
Service Maintenance
Periodically the flowmeters need cleaning. Follow the Matheson Instrument instructions
enclosed or flush unit with denatured alcohol, allow the fluid to recirculate several minutes,
switching flowmeter selection valve from No. 1 to No. 2 several times while unit is operating.
Discard fluid. Reflush again using above procedure, discard fluid. Change filter.
To gain access to filter located under the front cover, unscrew and remove the cover access
bolts, each side and slide the cover off. Replace filter with in-line type filter. Change filter
frequently.
When new injector applications are released, new calibrated flow tubes are available from
Triangle Special Products Group. This unit is suitable for conversion for K-Jetronic fuel
systems. If K-Jetronic fuel system cleaning is desired, a modification kit is available from
Triangle Special Products Group.
NOTE: Triangle Special Products Group (Miller Special Tools) is a division of The
Triangle Corporation.
EFI Injectors
EFI Injectors
Contents
System Description 5-1
System Description
The engine exhaust consists mainly of Nitrogen (N 2), however, it also contains Carbon .
Monoxide (CO), Carbon Dioxide (C02), Water Vapor (H 20), Oxygen (02), Nitrogen Oxides
(NOx), and Hydrogen (H 2) as well as various, unburned Hydrocarbons (HC). Three of these
exhaust components - CO, NOx, and HC - are major air pOllutants, so their emission to the
atmosphere has to be controlled.
The catalytic converter, mounted in the engine exhaust stream, plays a major role in the
emission control system. The converter works as a gas reactor, and its catalytic function is to
speed up the heat p~oducing chemical reaction between the exhaust gas components in order
to reduce the air pollutants in the engine exhaust. The catalyst material, contained inside the
converter, is made of a ceramic substrate that is coated with a high surface area alumina and
i~pregnated with catalytically active, precious metals (Figure 1).
MIXING CHAMBER
(MIDBED)
EXHAUST GASES
FROM ENGINE
FLOW
A4491..c
It is the surface of the catalyst material that plays a major role in the heat producing chemical
reaction. There are basically three types of catalysts:
1. The conventional oxidation catalyst (COC), containing Platinum (Pt) and Palladium (Pd), is
effective for catalyzing the oxidation reactions of HC and CO.
2. The three-way catalyst (TWC), containing Platinum (Pt) and Rhodium (RH) or Palladium
(Pd) and Rhodium (RH), is not only effective for catalyzing the oxidation reactions of HC
and CO, but it also catalyzes the reduction of NOx.
System Description
3. The Light Off Catalyst (LaC) is a single-bed converter. It is arranged in series with the
main catalytic converter assembly of COC and/or TWC as the aft member(s). This
converter is designed to perform the very specialized function of exhaust emission control
during engine warm-up when the main converter(s) is not yet at the temperature required
for maximum efficiency. The LaC is designed to operate effectively in the high
temperature environmental conditions that exist near the manifold flange. The LaC was
designed with a minimum heat sink effect and; therefore, provides minimum delay in warm-
up of the main catalytic converter(s).
The catalytic converter system is protected by several devices that block out the secondary air
supply from the thermactor air injection system when the engine is laboring under any
abnormal hot or cold operating situation.
Depending on the engine calibration, these block-out devices are functional under one or more
of the following conditions:
Abnormally high engine coolant temperatures above 107C (225F), which may result from a
condition such as an extended, hot idle on a hot day.
Wide-open throttle.
Engine deceleration.
System Diagnosis
A restricted or blocked exhaust system usually results in loss or lack of power or popping
through the carburetor. Verity that the condition is not caused by ignition or timing problems,
then proceed with diagnosis using the following procedure.
80 I VISUAL INSPECTION
81 I VACUUM TEST
System Diagnosis
83 IVACUUM TEST -
ON/MUFFLER(S) OFF
CATALYTiC CONVERTER(S)
Remove the exhaust manifold(s). Inspect the ports Yes ~ REMOVE casting flash.
for casting flash by dropping a length of chain If flash cannot be
into each port. removed, REPLACE
NOTE: Do not use a wire or light to check exhaust manifold(s).
ports. The restriction may be large
enough for them to pass through but
small enough to cause excessive back
No ~ REFER to Section 2,
Diagnostic Routine 209,
pressure at high engine rpm. Lack of Power.
Is a restriction present?
Contents
System Descriptions 6-1
Vacuum Operated EGR Systems 6-1
Pressure Feedback Electronic (PFE) EGR System 6-1
Electronic EGR System 6-3
Back Pressure Variable Transducer (BVT) EGR System 6-6
Integral Back Pressure Transducer EGR System 6-8
Valve and Transducer EGR System 6-9
Other EGR System Components 6-10
EGR Vacuum Regulator 6-10
EGR Solenoid Vacuum Valve Assembly 6-11
Solenoid Vacuum Valve Assembly 6-11
EGR Load Control (WOT) Valve 6-12
Vacuum Control Valve 6-12
Vacuum Reservoir 6-13
Vacuum Check Valve 6-13
Diagnosis By Symptom 6-14
Functional Diagnosis 6-20
Back Pressure Variable Transducer (BVT) System 6-20
Integral Back Pressure (IBP) Transducer EGR Valve 6-21
Ported EGA Valve 6-22
Electronic EGA (EEGR) Valve 6-23
Valve and Transducer Assembly 6-24
. "
System Descriptions
The amount of exhaust gas reintroduced and the timing of the cycle varies by calibration and
is controlled by various factors such as engine speed, engine vacuum, exhaust system back
pressure, coolant temperature and throttle angle depending on the calibration. All EGR valves
are vacuum actuated. The vacuum diagram is shown on the emission decal for each
calibration.
ANALOG VOLTAGE r - - - - __
INPUT
__- - - - - f ~...;....;...;;;...;.,;;,,;=-..~
t.
INTAKE
FLOW
CONTROLLED
PRESSURE
METERING ORIFICE
EXHAUST PRESSURE
EXHAUST
FLOW
A11509-B
System Descriptions
System Components
The Pressure Feedback Electronic (PFE) EGR valve is a conventional ported EGR valve. The
service replacement for this valve is (-90475-) which does not include the pick up tube/plug.
The original pick up tube/plug should be used with the new service valve (-90475-).
A9362-B
The Pressure Feedback Electronic (PFE) EGR transducer converts a varying exhaust pressure
signal into a proportional analog voltage which is digitized by the EEC-IV processor. The EEC-
IV processor uses the signal received from the PFE transducer to complete the optimum EGR
flow.
A9363B
System Descriptions
The Electronic EGA Valve (Figure 4) is required in EEC systems where EGA flow is controlled
according to computer demands by means of an EGA Valve Position (EVP) sensor attached to
the valve.
The valve is operated by a vacuum signal from the electronic vacuum regulator (9J459) which
actuates the valve diaphragm or the dual EGA Solenoid Valves (90474) on 2.3L passenger
cars only. .
As supply vacuum overcomes the spring load. the diaphragm is actuated. This lifts the pintle
off its seat allowing exhaust gas to recirculate (flow). The amount of flow is proportional to the
pintle position. The EVP sensor mounted on the valve sends an electrical signal of its position
to the Electronic Control Assembly (12A650).
EVP
INPUT
o
EXHAUST PRESSURE
EXHAUST ~
FLOW ~
A12757A
System Descriptions
SYSTEM COMPONENTS
Electronic EGR Valve - 9F483 (9H473)
The EGR valve for this system is a vacuum operated EGR valve which maintains a service
flow in the valve seat/pintle area.
The Electronic EGA Valve Assembly (9F483) is not serviceable. The EVP sensor (9G428) and
EGR valve (9H473) must be serviced separately.
EGR VALVE
AND SENSOR
ASSEMBLV
9F483
EGR VALVE
9H473
EGRVALVE
AND SENSOR
ASSEMBLY
IF483
Figure 5 Electronic EGR Valve - 5.0L Figure 6 Electronic EGR Valve - All
Passenger Car Only Applications Except 5.0L Passenger
Car
System Descriptions
The EVP Sensor provides the EEC System with a signal indicating position of the EGA valve.
EVP SENSOR
(REMOVABLE)
TYPICAL
LOCAnON
ASSEMBLY
A5932E
System Descriptions
The BVT system is used on 1.9L EFI H.O. passenger car applications. A typical BVT control
system is shown in Figure 8. It consists of three components; a vacuum regulator (9J431),
EGR valve (90475) and a flow control orifice.
The regulator modulates the vacuum signal to the EGR valve using two back pressure inputs.
One input is the standard vehicle back pressure and the other is the back pressure
downstream of the flow control orifice. The control chamber pickup is in the EGR tube and
the flow control orifice is integral with the upstream EGR tube connector.
INTAKE
AIR
EGR VALVE CONTROL VACUUM
OUTPUT
~
w
a:
:::J
(f)
BVT (f)
w
a:
Q.
~
~ 5 Q.
~ ~
:::J
oct
:x:
x
w L..- _
A7244-C
System Descriptions
System Components
The ported EGR Valve is operated by a vacuum signal which actuates the valve diaphragm.
As the vacuum increases sufficiently to overcome the power spring, the valve is opened
allowing EGA flow. The vacuum to the EGR valve is controlled using the BVT (9J431).
The BVT controls the vacuum input to the EGR valve based on the engine operating
condition.
}~~~~~~&~~~~~~~~.
U EGR VALVE CONTROL
CHAMBER PRESSURE
MOUNTING
POST
A7171-C
System Descriptions
System Components
The Integral Back Pressure Transducer EGR Valve (Figure 11) is used on 5.8L carburetor
passenger cars only. It combines inputs of back pressure and EGR port vacuum into one unit.
The valve requires BOTH inputs to operate. The valve will not operate on vacuum alone.
~r-- __ OPEN TO
EXHAUST ATMOSPHERIC
BACK PRESSURE PRESSURE
CHAMBER
ORIFICE
e A7178-C
System Descriptions
System Component
The Valve and Transducer Assembly (9H495) which consists of a modified ported EGR valve
and a remote transducer, is used on 6.1 L/7.0L Trucks only (Figure 12). This assembly
operates the same as the Integral Back Pressure Transducer EGR Valve (90448) and is
diagnosed and serviced as an assembly only. Valve function checks are the same as those
for the Integral Back Pressure Transducer EGR Valve.
When servicing the assembly or any related vacuum harness, it is important to ensure proper
orientation of the transducer. The nipple of the transducer attached to the metal tube from the
EGR valve base must point straight down after installation. This allows drainage of exhaust
gas condensation that may accumulate.
A12762-A
System Descriptions
The following components are used in the EGR systems. Detailed descriptions and diagnosis
of these components may be contained in other Sections.
The EGR Vacuum Regulator (EVR) is an electromagnetic device which controls vacuum output
to the EGR valve. The EVR replaces the EGR Solenoid Vacuum Vent Valve Assembly
(90474). An electric current in the coil induces a magnetic field in the armature. The magnetic
field pulls the disk closed, closing the vent and increasing the vacuum level. The vacuum
source is either manifold or vacuum. As the duty cycle is increased, an increased vacuum
signal goes to the EGR valve.
Diagnosis
System Descriptions
The dual EGA Solenoid Valve Assembly is used only in 2.3L Mustang applications to control
the vacuum input to the EGA valve.
Pl"......_ - _ VENT
FILTER
SOL V
OE-ENERGIZED ENERGIZED
EXISTING VACUUM IS TRAPPED IN LINE, INCREASED VACUUM OPENS EGR VALVE FOR EXISTING VACUUM IN LINES IS VENTED TO
HOLDING EGR VALVE IN SAME POSITION MORE EGR FLOW ATMOSPHERE A5931-E
This Solenoid is used on 1.9L EFI-HO applications to cut off the vacuum to the EGA valve.
BLADE TYPE
TERMINALS OR MOLDED
CONNECTOR
System Descriptions
This valve dumps EGA vacuum at or near WOT and is used on 6.1 L/7.0L Truck and 5.8L
Police applications.
The normal path between Ports A and B is vented to atmosphere when sufficient vacuum is
applied to Port C.
ATMOSPHERIC
VENT HOLES
LCV
A5967-D
The Vacuum Control Valve controls vacuum to the EGA valve during engine warm-up. The
Vacuum Control Valve is used only for 5.8L Police and 6.1 L/7.0L Truck applications.
........~_C
-......,.- A
3-PORT
VCV
A13534-A
System Descriptions
~. ~
VRESER
A6069-D
Diagnosis
When charged initially with 15 to 20 in-Hg vacuum, vacuum loss shall not exceed .5 in-Hg in
60 seconds. If it does, replace the reservoir.
~
VCKV
A12789-A
Diagnosis
Apply 54 kPa (16 in-Hg) vacuum to "check" side of valve and trap. If vacuum remains above
50.6 kPa (15 in-Hg) for 10 seconds, the valve is acceptable.
Diagnosis By Symptom
Diagnosis By Symptom
Rough Running, Surge, EGA valve malfunction. Perform EGA valve diagnosis.
Hesitation, Poor Part Throttle
BVT malfunction. Perform BVT diagnosis.
Performance -Hot
EGA flange gasket leaking. Aeplace flange gasket and tighten
valve attaching nuts or bolts to
specification.
EGA valve attaching nuts or bolts Replace flange gasket and tighten
loose or missing. valve attaching nuts or bolts to
specification.
EGA or VCV malfunction. Perform EGA or VCV diagnosis.
EGA valve contamination. Clean EGR valve and if necessary,
replace EGA valve.
Load control (WOT) valve Perform load control (WOT) valve
malfunction. diagnosis.
Vacuum leak at EVP sensor. Replace O-ring seal and tighten
EVP sensor attaching nuts to
specification.
Insufficient exhaust back pressure Check exhaust system for leaks.
to activate valve.
Ignition timing too low. Reset to specification shown on
emission decal.
'1. . . D_i_ag_D_o_S_i_S_B_y_S_y_m_pt_o_m _
Diagnosis By Symptom
Diagnosis By Symptom
Diagnosis By Symptom
Poor Fuel Economy EGA valve malfunction. Perform EGR valve diagnosis.
BVT malfunction. Perform BVT diagnosis.
EGA flange gasket leaking. Replace flange gasket and tighten
valve attaching nuts or bolts to
specification.
EGR valve attaching nuts or bolts Replace flange gasket and tighten
I loose or missing. attaching nuts or bolts to
specification.
EGR solenoid malfunction. ~ Run EEC-IV Quick Test. Refer to
Section 14.
EGR or PVS malfunction. Perform EGR or PVS diagnosis.
Blocked or restricted EGR Clean passages in EGA spacer
passages in valve or spacer. and replace EGR valve.
Load control (WOT) valve Perform load control (WOT) valve
malfunction. diagnosis.'
Vacuum leak at EVP sensor. Replace a-ring seal and tighten
EVP sensor attaching nuts to
specification.
Insufficient exhaust back pressure Check exhaust system for leaks.
to activate' valve.
Ignition timing too low. Reset to specification shown on
emission decal.
Functional Diagnosis
AA
BACK PRESSURE VARIABLE
TRANSDUCER (BVT) SYSTEM
9J431
1. Make certain that all vacuum hoses are correctly routed and securely attached. Replace
cracked, crimped or broken hoses.
2. Make certain there is no vacuum to the EGR valve at idle with the engine at normal
operating temperature.
3. Install a tachometer, Rotunda 059-00010 or equivalent.
4. Disconnect the Idle Air Bypass Valve (9F715) electrical connector (EFI engines only).
5. Remove vacuum supply hose from the EGR valve nipple. Plug the hose.
6. Start engine, idle with transmission in NEUTRAL, and observe the engine idle speed. If
necessary, adjust idle speed according to Section 4.
7. Slowly apply 5-10 inches of mercury vacuum to the EGR valve vacuum nipple using a
hand vacuum pump, Rotunda 021-00014 or equivalent.
8. When vacuum is fully applied to the EGR valve:
If idle speed drops more than 100 rpm or if engine stalls, perform the next step.
Otherwise, for vacuum leak at EGR valve, replace the valve.
If EGR passages are blocked, clean the EGR valve using (Rotunda) 021-80056 EGR
valve cleaner or equivalent.
Remove the vacuum from the EGR valve. If idle speed does not return to normal
( 25 rpm), check for contamination, clean the valve.
If symptom still exists, replace the EGR valve.
9. Reconnect the idle air bypass valve electrical connector.
10. Unplug and reconnect the EGR vacuum supply hose.
11. Disconnect the vacuum connection at the 9J431 Back Pressure Variable Transducer (BVT).
12. Gently blow into the hose to Port C until the relief valve closes and at the same time
apply 5-10 inches of mercury vacuum to Port E with a hand vacuum pump. Port E should
hold vacuum as long as there is pressure on Port C.
13. Apply a minimum of 5-10 inches of mercury vacuum to Ports Band C using a hand
vacuum pump. Ports 8 and C should hold vacuum.
14. Replace the BVT if any of the Ports do not hold vacuum.
15. Reconnect the vacuum at the BVT.
16. If neither the EGR valve nor the BVT were replaced, the system is OK. Refer to the
Diagnostic Routines in Section 2.
Functional Diagnosis
90448
I WARNING I
DO NOT USE ROTUNDA EGR CLEANER (021-80056) ON THIS VALVE.
1. Make certain that all vacuum hoses are correctly routed and securely attached. Replace
cracked, crimped or broken hoses.
2. Make certain there. is no vacuum to the EGR v~lve at idle with the engine at normal
operating temperature.
4. Plug the tailpipe(s) to increase the exhaust system back pressure, leaving a 1/2-inch
diameter opening to allow exhaust gases to escape.
5. Remove the vacuum supply hose from the EGR valve nipple. Plug the hose.
6. Start engine, idle with transmission in NEUTRAL, and observe idle speed. If necessary,
adjust idle speed according to Section 4.
.,. Slowly apply 5-10 inches of mercury vacuum to the EGR valve vacuum nipple using a
hand vacuum pump, Rotunda 021-00014 or equivalent.
8. When vacuum is applied to the EGR valve and any of the following occur, replace the
valve:
Idle speed does not return to normal ( 25 rpm) after the vacuum is removed.
9. If the EGR valve is not replaced, reconnect the idle air bypass valve electrical connector.
12. The EGR system is OK, refer to the Diagnostic Routines in Section 2.
Functional .Diagnosis
90475/90460 90475
1. Make certain that all vacuum hoses are correctly routed and securely attached. Replace
cracked, crimped or broken hoses.
2. Make certain there is no vacuum to the EGR valve at idle with the engine at normal
operating temperature.
4. Disconnect the Idle Air Bypass Valve (9F715) electrical connector (EFI engines only).
5. Remove the vacuum supply hose from the EGR valve nipple. Plug the hose.
6. Start engine, idle with transmission in NEUTRAL, and observe the engine idle speed. If
necessary, adjust idle speed according to Section 4.
7. Slowly apply 5-10 inches of mercury vacuum to the EGR valve vacuum nipple using a
hand vacuum pump, Rotunda 021-00014 or equivalent.
If idle speed drops more than 100 rpm or if engine stalls, perform the next step.
Otherwise, for vacuum leak at EGR valve, replace the valve.
If EGR passages are blocked, clean the valve using Rotunda 021-80056 EGR valve
cleaner.
Remove the vacuum from the EGR valve. If idle speed does not return to normal
( 25 rpm), check for contamination, clean the valve.
Make sure there is no sand left in the valve or pick-up tube. Replace the valve if
necessary.
11. The EGR system is OK, refer to the Diagnostic Routines in Section 2.
Functional Diagnosis
~.
"~
~.
9F483 9F483
1. Make certain that all vacuum hoses are correctly routed and securely attached. Replace
cracked, crimped or broken hoses.
2. Make certain there is less than 2.5 in-Hg vacuum to the EGR valve at idle with the
engine at normal operating temperature.
NOTE: The EVR solenoid has a constant internal leak. You will notice a small
vacuum signal. This signal should be less than 1.0 in-Hg at idle.
3. Install a tachometer, Rotunda 059-00010 or equivalent.,
4. Disconnect the Idle Air Bypass Valve (9F715) electrical connector (1 ;9L EFI engines only).
5. Remove the vacuum supply hose from the EGR valve nipple. Plug the hose.
6. Start engine, idle with transmission in NEUTRAL and observe the engine idle speed. If
necessary, adjust idle speed according to Section 4.
7. Slowly apply 5-10 inches of mercury vacuum to the EGR valve vacuum nipple using a
hand vacuum pump, Rotunda 021-00014 or equivalent.
8. When vacuum is applied to the EGR valve and any of the following occur:
Engine does not stall.
Idle speed does not drop more than 100 rpm.
Idle speed does not return to normal ( 25 rpm) after the vacuum is removed.
Then:
For vacuum leak at EGR valve, replace the valve.
~
Check for contamination, clean the EGR valve, using Rotunda 021-80056 EGR valve
cleaner or equivalent.
Make sure there is no sand left in the valve.
Replace the EGR valve if necessary.
9. Reconnect the idle air bypass valve electrical connector. Unplug and reconnect the EGR
vacuum supply hose.
10. If EGR system is OK, replace EVPsensor if Continuous Code 32 is present. If Continuous
Code 32 is not present, go to Diagnostic Routines in Section 2.
Functional Diagnosis
9H495
1. Make certain that all vacuum hoses are correctly routed and securely attached. Replace
cracked, crimped or broken hoses.
2. Make certain there is no vacuum to the EGR valve at idle with the engine at normal
operating temperature.
3. Install a tachometer, Rotunda 059-00010 or equivalent.
4. Plug the tailpipe(s) to increase the exhaust system back pressure, leaving a 1/2-inch
diameter opening to allow exhaust gases to escape.
5. Remove the vacuum supply hose from the Exhaust Back Pressure Transducer nipple and
plug the hose. Do not disconnect the transducer from the EGR valve.
6. Start engine, idle with transmission in NEUTRAL, and observe the engine idle speed. If
necessary, adjust idle speed according to Section 4.
7. Slowly apply 5-10 inches of mercury vacuum to the Back Pressure Transducer vacuum
nipple using a hand vacuum pump, Rotunda 02100014 or equivalent.
8. When vacuum is applied to the Back Pressure Transducer and any of the following occur:
Engine does not stall.
Idle speed does not drop more than 100 rpm.
Idle speed does not return to normal ( 25 rpm) after the vacuum is removed.
Then:
Check for contamination.
Disconnect the transducer from the pick-up tube and clean the valve using Rotunda
021-80056 EGR valve cleaner or equivalent.
Make sure no sand (grit) is in the valve or pick-up tube.
If symptom still exists, replace EGR valve.
If there is a vacuum leak at the EGR valve, replace the valve.
9. Reconnect the vacuum supply hose to the Exhaust Back Pressure Transducer, remove the
tailpipe plug(s).
10. If EGR system is OK, refer to the Diagnostic Routines in Section 2.
ROTUNDA EQUIPMENT
Model Description
021-00014 Vacuum Pump
059-00010 Tachometer
021-80056 EGA Valve Cleaner
Evaporative
Emission Systems
Contents
System Description 7-1
_________S_ys_t_e_m_,D_e_s_c_n_ep_t_i_O_D 1
Carburetor Venting
If the engine is equipped with a carburetor, the vapors from the fuel bowl are vented to the
carbon canister by a second tube to the carbon canister.
NOTE: To ensure efficient flow of vapors, the line from the carburetor bowl should have
a continuous downhill slope to the' canister.
Canister Purging
Purging the carbon canister removes the fuel vapor stored in the carbon canister. With an air
cleaner purge system, vapors flow from the carbon canister to the air cleaner and into the
engine.
FROM
FUEL
TANK
VENT
A9397-A
1 S_ys_t_e_m_D_e_s_c_r_iP_t_i_O_D _
Fuel vapors trapped in the sealed fuel tank are vented through the orificed vapor valve
assembly in the top of the tank. The vapors leave the valve assembly through a single vapor
line and continue to the carbon canister (located in the engine compartment or along the
frame rail), for storage, until they are purged to the engine for burning.
Carburetor Venting
Carburetor vapors from the fuel bowl are vented to the carbon canister. The flow is controlled
by a fuel bowl solenoid vent, thermal vent valve, or vacuum thermal bowl vent valve located
in the carburetor bowl vent line.
NOTE: To ensure efficient flow of vapors, the line from the carburetor bowl should have
a continuous downhill slope to the canister.
Canister Purging
Purging the carbon canister removes the fuel vapor stored in the carbon canister. The flow of
vapors from the canister to the engine is controlled by a purge solenoid or a vacuum
controlled purge valve. Purging occurs when the engine is at operating temperature and off
idle.
System Description
Fuel vapors trapped in the sealed fuel tank are vented through the orificed vapor valve
assembly in the top of the tank. The vapors leave the valve assembly through a single vapor
line and continue to the carbon canister (located in the engine compartment or along the
frame rail), for storage, until they are purged to the engine for burning.
Canister Purging
Purging the carbon canister removes the fuel vapor stored in the carbon canister. With an
EEC-IV controlled purge system, the flow of vapors from the canister to the engine is
controlled by a purge solenoid or vacuum controlled purge valve. Purging occurs when the
engine is at operating temperature and off idle.
VACUUM
PURGE
VALVE
CARBON
CANISTER ----~~
A9399-A
Figure 3 Typical EEC-IV Purge Evaporative Emission System - CFI and EFI
System Description
A9400-A
System Description
Fuel vapors trapped in the sealed fuel tank are vented through the orificed vapor valve
assembly in the top of the tank. The vapors leave the valve assembly through a single vapor
line and continue to the carbon canister (located in the engine compartment or along the
frame rail), for storage, until they are purged to the engine for burning.
Canister Purging
Purging the carbon canister removes the fuel vapor stored in the carbon canister. With a
purge port system, the vapors flow from the carbon canister to the carburetor or throttle body.
With an EEC-IV controlled purge system, the flow of vapors from the canister to the engine is
controlled by a purge solenoid or vacuum controlled purge valve. Purging occurs when the
engine is at operating temperature and off idle.
FUEL VAPOR
RETURN LINE
(PORT PURGE
SYSTEM)
FUEL TANK
~~~~~rr---VAPORHOSE
FUEL VAPOR
RETURN LINE
(EEC-IV PURGE
SYSTEM)
A11616-S
Diagnosis By Symptom
Cranks Normally But Slow to 1. Thermostatic Bowl Vent Valve or Go to Diagnostic Test [EEIJ
Start Carburetor Fuel Bowl Thermal and/or ~.
Vent Valve malfunction.
Surge at Steady Speed 1- Liquid fuel in Carbon Canister. Replace carbon canister. Check
fuel tank vent system and
carbureto'r for malfunction.
DIAGNOSTIC TEST
SOURCE COMPONENT DIAGNOSTIC ACTION
NUMBER
UPPER BIMETAL
VACUUM SIGNAL
NIPPLE A9390-B
Diagnosis By Symptom
DIAGNOSTIC TEST
SOURCE COMPONENT DIAGNOSTIC ACTION
NUMBER
:u:= I..,-----]~
; ; ~ I - SEAL DISK
T TO
CARBURETOR l:
u C1~
~.
.....
0
ORING SEAL
~ 0 ..
.... 0 0
g I~ TO' 1
~ I g '" CANISTER ~
mil!!!!!S,- ..,r1 '
1/ ~~I"'RESET
___ .............. SPRING
/ \ 'PLUNGER
DIAPHRAGM . _.\
4 ) LOWER CAP
VACUUM SIGNAL
NIPPLE A7193-D
Diagnosis By Symptom
I
DIAGNOSTIC TEST
SOURCE COMPONENT DIAGNOSTIC ACTION
NUMBER
(C)
TO CARBURETOR
FUEL BOWL . (B) TO PURGE SOURCE VACUUM
AND FUEL TANK
VAPOR SOURCE REMOTE MOUNTED
(C)
(A)
TO CARBURETOR
TO SIGNAL VACUUM SOURCE
FUEL BOWL
(B)
(B)
(A) TO PURGE
TO PURGE
TO SIGNAL VACUUM SOURCE
VACUUM
SOURCE VACUUM SOURCE IN-LINE PURGE VALVE
A5925-G
Diagnosis By Symptom
1'fl~~~Z?Z2~~ INLET
FROM
CARBURETOR
~jZZZ.jZ22~Z'J (PORT)
Diagnosis By Symptom
A6912-C
Diagnosis By Symptom
-"""",.1---,..-_-1IIIIl!-(~~I-S=...L.-..==--t
CANISTER
"
A9386-A
Contents
System Description 8-1
System Schematics
1.9L CFI, 5.8L (Passenger Car) 8-2
1.9L EFI (Passenger Car) 8-2
1.9L EFI (1990 1/2) 8-3
2.3L EFI (HSC) and 2.3L (OHC) (Mustang) 8-4
3.0L EFI (Taurus/Sable) 8-5
3.8L SEFI (Thunderbird/Cougar) 8-6
3.8L SEFI (Taurus/Sable, Conti.nental) 8-6
3.8L SEFI Supercharged (Thunderbird/Cougar) 8-7
3.8L SEFI Supercharger (Thunderbird/Cougar) :':8-8
2.5L CFI (Passenger Car) ,., 8-9
5.0L SEFI (Passenger Car) 8-9
2.9L EFI (Light Truck) , , 8-10
2.3L EFI Dual Plug (California Only - Light Truck) 8-10
4.0L EFI (Aerostar) 8-10
4.0L EFI (Ranger/Bronco II) 8-11
4.9L EFI, 5.0L EFI, 5.8L EFI, 5.8L E40D EFI,
7.5L E40D EFI, 7.5L EFI (F-Series and Bronco) 8-11
4.9L EFI, 5.0L EFI, 5.8L EFI, 5.8L E40D EFI,
7.5L E40D EFI, 7.5L EFI (E-Series) 8-11
2.3L EFI Dual Plug (49 States - Light Truck) 8-12
System Diagnosis 8-13
1990 3.8L Supercharged Air Induction
(Supercooler and Intercooler) System 8-13
1990 1/2 1.9L EFI (Escort/Tracer) Air Intake System 8-14
All Other Engine Systems 8-15
System Description
All passenger car and light truck engines are equipped with dry-type air cleaners incorporating
a replaceable air filter element. Some air inlet systems use air cleaner assemblies with various
sensors, switches and vacuum motors to control inlet air temperature. In addition, there are
sometimes different sensors present in the air cleaner for other engine control systems.
Some air inlet systems draw air in from a cool air source only, while the rest regulate the air
inlet temperature by drawing air in from a cool air source as well as heated air from a heat
shroud which is mounted on the exhaust manifold. The duct and valve system which regulates
the air flow from these two sources is located either inside the air cleaner, mounted on the
air cleaner, or in one of the remote mounted inlet tubes. The flow is regulated by means of a
door that is operated by a vacuum motor. Operation of the motor is controlled by delay
valves, temperature sensors and other vacuum control systems. All vary with each application
and engine calibration. .
The air inlet tube(s) or fresh air tube is used to direct air into the air cleaner. The air cleaner
assembly consists of a tray that holds .the air filter element, a filter pack to provide filtered air
to the crankcase ventilation hose, and a cover that directs air to the outlet tube(s). The air
outlet tubes direct filtered air from the air cleaner to the throttle body. For the 7.5L engine, an
idle by-pass hose also provides filtered air to the upper intake manifold from the air outlet
tube during engine idle.
An air cleaner assembly that consists of a cover and tray assembly and a filter element
attached together with four string clamps. The air cleaner tray is connected to the fresh air
inlet tube. The air cleaner cover has a mass air flow sensor attached to it with a gasket
and four screws. The cover also has an aircharge temperature sensor attached to it.
An air outlet tube with hose clamps that connects the air cleaner to the throttle body.
The following are schematic representations of some 1990 Passenger Car and TrLick inlet air
systems:
~_FRESHAIR
1.9L CFI
~ DUCT AND VALVE ASSY
BIMETAL SENSOR DUCT AND
~
RESONATOR VALVE ASSY
AIR INTAKE I~ ~
TO MANIFOLD _ _~ ,
}-WAAMAIA
ASSY~
VACUUM
~ HEAT SHROUD
rl:
r?\1----_
' "---' ..... A9161D
Figure 1 Air Cleaner and Duct System, Carburetor and Throttle Body Applications-
1.9L CFI, 5.8L (Passenger Car)
THROTILE BODY
VANE AIR FLOW
METER
System Schematics
I
GASKET AIR CLEANER ASSY
AIR INLET
TUBE ASSY
A12758-A
System Schematics
/AIR FRESH
VACUUM RETARD
DELAY VALVE
VACUUM MOTOR
A9162-<:
Figure 4 Air Cleaner System-2.3L EFI HSC (Tempo/Topaz) and 2.3L OHC (Mustang)
System Schematics
FRESH AlA
3.0L ENGINE-TAURUS/SABL.E .
10 THROTTLE BODY
TOP VIEW
A9163-D
System Schematics
TO THROTILE BODY
CLOSURE HOSE
TO ENGINE /~~ElO
~
~SENSOR
3.8L SUPER-CHARGE
[(:: f--V _~S$LEANER
l:,. l_-~-~ATOR(MOUNTEO
~'NS'OE RIGHTFENOER)
ONLY
(SEE FIGURE 8)
A9429-B
TO FENDER
APRON
A94308
System Schematics
THROTTLE BODY
AND SUPERCHARGE
SYSTEM
A11620-B
System Schematics
ENGINE CHARGE
AIR COOLER INLET
TUBE ASSY 6F072
NUT
6 REO'D
N801248-S1OO
STUD
1 REO'D
SENSOR
ASSY
12A697
AIR INTAKE
CHARGE THROTTLE
BODY ASSY
9E926
MOO SUPERCHARGER
INLET PLENUM & OUTLET
ADAPTER ASSY 6F076
A12759-A
System Schematics
I--------------------------------------------
TO HEAT SHROUD
FRESH
AIR
~~
ASSV
TOP VIEW
A9837C
~~
FRESH
MASS AI" FLOW SE""""
(S.OL EFI MUSTANG ONLY) <:.-V
AIR
I TO THROTI'LE BODY
.~
A9838-D
Figure 11 Air Cleaner System - 5.0L SEFI (Mark VII, Mustang,' Crown Victoria, Grand Marquis,
Lincoln Town Car)
System Schematics
AIR CLEANER
ASSY
A 11621B
Figure 12 Air Cleaner and Duct System- Figure 14 Air Cleaner System - 2.3L EFI Dual
2.9L EFI (Light Truck) Plug (California Only - Light Truck)
MASS AIR
FLOW SENSOR
. AIR CLEANER ASSY
A12783A
System Schematics
'TO EXHAUST
MANIFOLD
A12760A
AIR OUTLET
TUBES
~, ONLY A984o-0
75~~'
ONLY ....
... TOP VIEW
A9841C
Figure 16 Air Cleaner System - 4.9L through Figure 17 Air Cleaner System - 4.9Lthrough
7.5L E400 EFI (F-Series or 7.5L E400 EFI (E-Series)
Bronco)
System Schematics
BIMETAL
SENSOR
HEAT SHROUD /'
I
-~./
'I
~
1 I
+-1
I 1
1
1 I
1
Figure 18 Air Cleaner System - 2.3L EFJ Dual Plug (49 States - Light Truck)
System Diagnosis
NOTE: If the Air Induction System is functioning properly, return to Section 2 for further
driveability complaint diagnosis. .
2. Connect an EGO Sensor Monitor Box to read the rich/lean state of the EGO sensors.
I WARNING I
THE VEHICLE MUST BE IN A WELL VENTILATED AREA AWAY FROM ANY SOURCE OF
SPARK OR FLAME WHEN USING PROPANE.
4. With the engine idling in Neutral or Park and the parking brake engaged, spray small
amounts of propane around the following possible sources of air leaks:
5. When propane is sprayed near an induction system air leak, the EGO monitor box will
indicate "RICH" for one or two seconds, then return to normal switching. When the
propane is removed from the leak, the EGO monitor box will indicate "LEAN' after one
I
or two seconds.
6. If a leak is found, the entire system must be disassembled and the sealing surfaces
cleaned. Go to Shop Manual Fuel Group for disassembly.
NOTE: It is important that the intercooler tubes seal completely. Make sure there are no
foreign particles on the sealing surfaces of the tubes. The engine uses a "Mass
Air flow" system to calculate fuel flow. Any leak will cause poor operation and
performance. Use only Teflon Tape (ESE-M4G169-B) to seal the system.
System Diagnosis
System Diagnosis
High oil consumption. 1. Air intake system sealing integrity Check hoses that connect the
air cleaner to the engine
(check for holes or cracks) and
ensure clamps are to proper
torque.
2. Air filter element sealing Check the air filter gasket
sealing area and the clean
side of the air cleaner housing
for excessive dirt. Replace
components as required.
Spark knocking. 1. Air cleaner duct and valve door Go to Diagnostic Test ~ .
stuck in hot air position
2. CWM inoperative Go to Diagnostic Test OATI .
3. Bimetal sensor inoperative Go to Diagnostic Test [I@ .
Air Induction Noise. 1. Loose air intake tube, outlet Connect or tighten screw(s) as
tubes, or air cleaner cover necessary.
2. Intake or outlet tube cracks or Service or replace.
holes
Engine Failure or 1. Unfiltered air from air outlet Connect or tighten screws.
Reduced Performance. tubes, air cleaner cover, idle by- Service as necessary.
pass hose or crankcase
ventilation hose
System Diagnosis
DIAGNOSTIC TEST SOURCE COMPONENT DIAGNOSTIC ACTION
NUMBER
Air Cleaner Cold Hold the Air Cleaner Cold Weather Modulator
Weather Modulator (9E862) in the closed palm of hand for about 15
minutes. Check chart below for leaks using a
vacuum pump at 54kPa (16 in-Hg) applied vacuum.
Place the Modulator in a container of ice water for
30 to 40 minutes. Check chart below for holding
vacuum using a vacuum pump at 54 kPa (16 in-Hg)
applied vacuum (Figure 1).
TO DUCT VALVE
VACUUM MOTOR
AS918-B
Figure 1 Cold Weather Modulator
System Diagnosis
_1110
l: ()
..... -II
I
A5921-8
System Diagnosis
I
DIAGNOSTIC TEST SOURCE COMPONENT DIAGNOSTIC ACTION
NUMBER
VACUUM MOTOR
FRESH AIR
IN
f CAUTION!
System Diagnosis
Air Cleaner Filter Remove the Air Cleaner Filter Element from the Air
Element Cleaner Assembly. Inspect for heavy contamination.
If the filter cannot be cleaned by shaking and
applying vacuum, replace the filter element.
Air Cleaner Duct and If the duct door is in the closed to fresh air
Valve System position, remove the hose from the Air Cleaner
Vacuum Motor. The door should go to the open to
fresh air position. If it sticks or binds, service or
replace as required.
If the door is in the open to fresh air position,
check the door by applying vacuum of 27 kPa
(8 in-Hg) or greater to the Air Cleaner Vacuum
Motor. The door should move freely to the closed
to fresh air position. If it binds or sticks, service or
replace as required.
NOTE: Make sure the Vacuum Motor is functional
before changing the Duct and Valve
System.
VACUUM MOTOR
FRESHAIR
IN
~-~)
~ FRESH AIR OPEN
/)
FULL HEAT
~r-_--_~
HEATED
AIR IN
~- FRESH AIR CLOSED
A12761A
Positive Crankcase
Ventilation (PCV) Systems
Contents
System Description 9-1
System "Description
The Positive Crankcase Ventilation (PCV) system (Figure 1) cycles crankcase gases back
through the engine where they are burned. In a typical system, the PCV valve regulates the
amount of ventilating air and blow-by gas to the intake manifold and prevents backfire from
traveling into the crankcase. The PCV valve should be mounted in a vertical position (Figure
1). On some engine applications, the PCV system is connected with the evaporative emission
system.
The Positive Crankcase Ventilation (PCV) vent system for the 1.9L CFI engine (Figure 2) does
not depend on a flow of scavenging air, as do all other Ford engines, but evacuates
crankcase vapors that are drawn into the intake manifold in metered amounts through a Dual
Orifice Valve Assembly. A small orifice is connected to the intake manifold at all times. A
larger orifice, controlled by a throttle body port signal, opens to the intake manifold during part
throttle and WOT operation. If the availability of crankcase vapor is low (at idle for instance),
air may be drawn along with crankcase vapor through the smaller orifice. If the availability of
crankcase vapor is high (at high-speed operation) crankcase vapor is delivered to the intake
manifold through both orifices. If the amount of crankcase vapor available exceeds that which
can be handled by the two orifices, the excess flow is routed to the air cleaner. The Dual
Orifice Valve is the critical point of this system.
REMOTE AIR
CLEANER OR
AIR OUTlET
TUBE
Remove PCV valve from rocker cover grommet. Yes ~ REINSTALL PCV valve.
GO to IpCV21.
Shake the PCV valve.
Does the PCV valve rattle when shaken? No PCV valve is sticking.
REPLACE PCV valve.
.
-
TEST STEP RESULT ~ ACTION TO TAKE
~,
.'
.. -
.-
"
CRANKCASE
VENT
CONNECTOR
'"
FRONTOF~E
TO THROTTLE
BODY PORT
A11550-A
Remove vacuum control hose at the dual orifice Yes ~ High-speed PCV
valve assembly (located at the throttle body port). Isyste, is OK. GO to
PCV2 .
Apply manifold vacuum to port.
Is there significant change In engine rpm? No ~ REPLACE the dual
orifice valve assembly.
Remove crankcase vent connector from side of Yes ~ Low-speed PCV system
air cleaner. is OK. GO to Section
Place a stiff piece of paper over crankcase vent 2 for other possible
connector nipple. Wait for one minute. causes of vehicle
symptoms.
Does vacuum hold paper in place?
No ~ GO to Ipcval.
PCV31 CRANKCASE VENT CONNECTOR
CHECK
Remove dual orifice valve assembly from system. Yes ~ GO to Section 2 for
Check for blockage through valve. other possible causes
of vehicle symptoms.
Is valve clear of blockage?
Thermactor Systems
(Secondary Air Injection)
Contents
System Descriptions 10-1
Thermactor Air Injection System 10-1
Managed Air Thermactor System 10-5
Pulse Air System (Thermactor II) 10-11
Diagnosis By Symptom 10-14
Functional Diagnosis ; 10-18
Thermactor Air Pump Drive Belt Adjustment 10-18
Air Supply Pump 10-19
Air Silencer/Filter (Air Pump and Pulse Air .Inlet) 10-20
Air Bypass Valves 10-21
Air Check Valve 10-23
Air Supply Control Valve 10-24
Air Control Valve (Switch-Relief) 10-25
Air Pump Resonator 10-27
Combination Air Bypass/Air Control Valve 10-28
Dual Thermactor Air Control Solenoid Valve 10-30
Solenoid Vacuum Valve Assembly 10-31
Thermactor Idle Vacuum Valve 10-32
Vacuum Control Valve 10-33
Vacuum Check Valve 10-35
Vacuum Reservoir 10-36
Pulse Air Valve 10-37
System Descriptions
The Thermactor (air injection) Exhaust Emission Control System reduces the hydrocarbon and
carbon monoxide content of exhaust gases by continuing the combustion of unburned gases
after they leave the combustion chamber by injecting fresh air into the hot exhaust stream
leaving the exhaust ports or into the catalyst. At this point, the fresh air mix~s with hot
exhaust gases to promote further oxidation of both the hydrocarbons and carbon monoxide,
thereby reducing their concentration and converting some of them into harmless carbon dioxide
and water. .
During some modes of operation (Hwy Cruise/WOT), the thermactor air is dumped to
atmosphere to prevent overhea~ing in the. exhaust system.
Check Valves
Air Manifold
Air Hoses
System Descriptions
AIR CONTROL
VALVE
CHECK VALVES
'"FRONT OF ENGINE
~
"'- ~
FRONT OF ENGINE
A11619-A
System Descriptions
AIR PUMP--......;;;;;~~
A11618-A
Figure 2 Dual Ou~/et Air Pump System - 7.5L EFI All GVW Auto/Manual Except F-Series with
E40D
System Descriptions
FRONT OF
ENGINE
A12773A
System Descriptions
The Managed Air Thermactor System (Figure 4) is utilized in electronic control systems to
divert thermactor air either upstream to the exhaust manifold check valve or downstream to
the rear section check valve and dual bed catalyst. The system will also dump thermactor ir
to atmosphere during some operating modes.
An air control valve (9F491) is used to direct the air either upstream or downstream. An air
bypass valve (98289) is used to dump .air to atmosphere (Figure 4). .
~xamples of other Managed Air Thermactor Systems are shown in Figures 5, 6, 7, 8, 9, 10,
11, 12 and 13.
AIR PUMP
CONTROL
VACUUM
AIR CONTROL
VALVE-9F491
EXHAUST
MANIFOLD
AS9800F
System 'Descriptions
VALVE ASSY
CHECK
VALVE
" FRONT OF
ENG.",
VALVE ASSY
FRONT OF ENGINE
AIR
PUMP
An...!
"""- FRONT OF
ENGINE
CHECK
VALVES
I - . _ - - - A I R PUMP
A12774-A
Figure 6 Locations of Thermactor Valves - 5.0L Lincoln Town Car, and Ford Crown Victoria/
Mercury Grand Marquis
System Descriptions
~*-~--CHECK VALVE
CHECK VALVE - - -.......~~
AIR CONTROL
'\""~~~--VALVE (DUMP)
FRONT OF
ENGINE PUMP ASSY
~
1 -
A9393C
PUMP ASSY
A9394-B
System Descriptions
AIR BYPASS
VALVE
A9395-B
PUMP ASSY
A9396-B
System Descriptions
CHECK
CHECK~_~~~
VALVE
VALVE
~ONTOF'
ENGINE
System Descriptions
CHECK VALVE
FRONT OF ENGINE
A13526A
System Descriptions
AIR BYPASS
VALVE
'"
CHECK
VALVE FRONT OF
ENGINE
'"
AIR PUMP
A13527-A
1 ,_S_y_s_te_m
__D_e_s_c_r_iP_t_io_D_S _
Some engines are equipped with an air injection system called Pulse Air or Thermactor II. The
system does not use an air pump. The system uses natural pulses present in the exhaust
system to pull air into the catalyst through pulse air valves. The pulse air valve is connected
to the catalyst with a long tube and to the air cleaner and silencer with hoses.
/
FRONT OF ENGINE
/'
A11617A
1 S_y_st_e_m
__D_e_s_c_ri_p_t_iO_D_S __
FRONT OF
VEHICLE
A13528-A
System Descriptions
CONTROL VALVE
(ON CALIFORNIA VEHICLES ONLY)
~FRONT OF
ENGINE
A13529A
Diagnosis By Symptom
Diagnosis By Symptom
NOTE: The thermactor system is not completely noiseless. Under normal conditions,
noise rises In pitch as engine speed Increases. To determine if noise is the fault
of the air Injection system, disconnect the belt drive (only after verifying that
belt tension Is correct), and operate the engine. If the noise disappears, proceed
with the following diagnosis.
Diagnosis
,I Diagnosis By Symptom
-----------------------------------------------
SYMPTOM POSSIBLE SOURCE ACTION
Excessive Thermactor System Leak in hose. Locate source of leak usi~g soap
Noise (Putt-Putt, Whirling or solution and replace hoses as
Hissing) necessary;
Loose, pinched o~ kinked hose. Reassemble, straighten or replace
hose and clamps as required.
Hose tou~hing other engine parts. Adjust hose to prevent contact with
other engine parts.
Bypass valve inoperative.. Test the valve.
Check valve inoperative. Test the valve.
Restricted or bent pump outlet Inspect fitting and remove any .
fitting. flash blocking the air passage way.
Replace bent fittings.
Air dumping through bypass valve On many vehicles, the thermactor
(at idle only). system has been designed to dump
air at idle to prevent overheating
the catalyst. This condition is
normal. Determine that the noise
persists at higher speeds before
proceeding.
Air dump through bypass. valve On many vehicles, the thermactor
(decel and cruise). air is dumped in the air cleaner or
in remote silencer. Make sure
hoses are connected and not
cracked.
Air pump resonator leaking or Check resonator for hole or
blocked. restricted inlet!outlet tubes.
Excessive Pump Noise (Chirps, Worn or damaged pump. Check the thermactor system for
Squeaks and Ticks) wear or damage and make
necessary corrections.
State Emissions Test Failure Restricted hose. Inspect hoses for crimped and/or
kinked hoses.
Pulse air valve malfunction, leaking Perform pulse air check valve
or restricted. diagnosis.
Pulse air control valve malfunction. Perform pulse air control valve
diagnosis.
.1 Functional Diagnosis
On most applications. drive belt adjustment ,for the Air Pump is accomplished by adjusting
other component position (example-idler and alternator). For those applications that utilize an
automatic tensioner. no adjustment is necessary. For those applications requiring Air Pump
movement to adjust belt tension, procede with the following:
1. Check all air pump pulleys and mounting bolts, and tighten to specification. if required.
2. Install the belt tension gauge (Tool T63L-8620-A or equivalent) on the drive belt, and
check the tension. Compare the belt tension to the specified belt tension and adjust as
necessary.
3. If adjustment is necessary, loosen the air pump mounting and adjusting arm bolts. move
the air pump toward or away from the engine until the correct tension is obtained. Use air
pump belt tensioning tool (Tool T75L-9480-A or equivalent) to hold belt tension while
tightening the mounting bolts. Install the tension gauge and check the belt tension.
r. CAU!~~N:I
DESCRIPTION
The Air Supply Pump is a belt-driven, positive displacement, vane-type pump that provides air
for the Thermactor system. It is available in 19 and 22 cubic inch sizes, either of which may
be driven with different pulley ratios for different applications. Pumps receive air from a remote
silencer filter on the rear side of the engine air cleaner attached to the pumps' air inlet nipple
or through' an impellor-type centrifugal filter fan.
AEAACOVER
Figure 17 19 Cubic Inch Thermactor Air Figure 18 19 and 22 Cubic Inch Thermactor
Supply Pump - Car Air Supply Pump - Trucks
Functional Check
1. Check belt tension and adjust to specification.
3. The pump is operating satisfactorily if airflow is felt at the pump outlet and the flow
increases as the engine speed is increased.
[ ~~~!ION]
Do not pry on the pump to adjust belt. The aluminum housing 18 likely to collapse. see
Air Pump Drive Belt Adjustment.
Funcstilonal D/FiagnOSiS:
Aior i encer ilter
9G427
9H467
I n
LIT
~(=--Ai_r_P_u_m-=-p_a_n_d_P_u_ls_e_A_ir_I_n_le_t~) -'--- --' L..-_ _ ...;..S'~LN _
DESCRIPTION
The Air Silencer is a combustion silencer and filter for air supply pumps that are not equipped with an
impeller-type centrifugal air filter fan or for Pulse Air (Thermactor II) systems. The air silencer is
mounted in.a convenient position -in the engine compartment and is connected to the air supply pump
or pulse air valve inlet by means of a flexible hose.
TO
PUMP
NOTE: ON HEAVY~~~
DUTY TRUCKS.
APPROXIIIATELY
THREE TillES TO PULSE AIR
THIS SIZE. VALVE OR DUAL AIR PUMP A6979-C
Figure 19 Air Silencer - 9H467, Typical Figure 20 Air Silencer - 9G427, Typical
Functional Check
2. Disconnect hose from air silencer outlet, remove silencer and visually inspect for plugging.
F~nctional Diagno~is:
98289
Air Bypass Valves
DESCRIPTION
There are two general groups of Air Bypass Valves, normally closed and normally open.
Normally closed valves supply air to the exhaust system with medium and high applied
vacuum $ignals during normal (engine at normal operating temperature) modes. With low or no
vacuum applied, the pumped air is dumped through the silencer ports of the valve or through
the dump port.
VACUUM
,-p...._ - NIPPLE
OUTLET
OUTLET
INLET
INLET
AIR BYPASS/RELIEF
/
EXHAUST PORT
CONNECTION FOR
REMOTE DUMP
A8002~E
Functional Check
1. Disconnect the air supply hose at the valve outlet.
2. Remove vacuum line to check to see that a vacuum signal is present at the vacuum
nipple. There must be a vacuum present at the nipple before proceeding.
3. With the engine at 1500 rpm and the vacuum line connected to the vacuum nipple, air
pump supply air should be heard and felt at the air bypass valve outlet (Figure 21).
4. With the engine at 1500 rpm, disconnect the vacuum line. Air at the outlet should be
significantly decreased or shut off. Air pump supply air should be heard or felt at the
silencer ports, or at the dump port.
5. If the normally closed air bypass valve does not successfully complete the above tests,
check the air pump. If the air pump is operating satisfactorily, replace the air bypass
valve.
Functional Diagnosis:
98289'
Air Bypass Valves
Normally Open Valves without a Vacuum Vent provide a timed dump of air for two seconds
nominal when a sudden high vacuum of about 68 kPa (20 in-Hg) is applied to the signal port.
This prevents backfire during deceleration. .
AIR BYPAss/RELIEF
EXHAUST PORTS
ELBOW
OUTLET
A8357-A
Functional Check
1. Disconnect the air supply line at the valve outlet (Figure 22).
3. With' the engine at 1500 rpm, air should be heard and felt at the valve outlet.
4. Connect a direct vacuum line that is free from restrictions from any manifold vacuum
source to the vacuum nipple on the air bypass valve. Air at the outlet should be
momentarily decreased or shut off.
5. Air pump supply air should be heard or felt at silencer ports (Figure 22) during the
momentary dump. Restore all original connections. If any of the above tests are not
satisfactorily completed, check the air pump. If the air pump is operating satisfactorily,
replace the air bypass valve.
DESCRIPTION
The Air Check Valve (Figure 23) is a one-way valve that allows thermactor air to pass into the
exhaust system while preventing exhaust gases from passing in the opposite direction.
FREE
FLOW
OUT TO
EXHAUST
MANIFOLD AND ""'-11. . . .- ....
OR CATALYTIC
CONVERTER------.- A5961E
Functional Check
Visually inspect the thermactor system hoses, tubes, control valve(s) and check valve(s) for
leaks that may be due to backflow of exhaust gas. If holes are found and/or traces of
exhaust gas products are evident, the check valve may be suspect.
As shown in the above illustrations, the valves should allow free flow of air in the direction
of the arrow only. The valve(s) should check (or block) the free flow of exhaust gas in the
opposite direction.
Replace the valve if air does not flow as indicated or if exhaust gas backflows opposite of
the direction of the arrow.
DESCRIPTION
The Air Supply Control Valve (Figure 24) is used in the Thermactor (Secondary Air) System.
The Air Control Valve directs air pump output to the exhaust manifold or downstream to the
catalyst system depending upon the engine control strategy. It may also be used to dump air
to the air cleaner or dump silencer.
A698H)
Functional Check
1. Verify that airflow is being supplied to the valve inlet by disconnecting the air supply hose
at the inlet and verifying the presence of airflow with the engine at 1500 rpm. Reconnect
the air supply hose to the valve inlet.
4. Accelerate the engine to 1500 rpm. Airflow should be heard and felt at outlet B with little
or no airflow at outlet A (Figure 24).
5. With the engine at 1500 rpm, connect a direct vacuum line from any manifold vacuum
fitting to the air control valve vacuum nipple. Airflow should be heard and felt at outlet A
with little or no airflow at outlet B.
6. If airflow is noted in Steps 4 and 5, valve is O.K. Reinstall clamps and hoses and return
to Diagnosis By Symptom or Diagnostic Routines.
The Air Supply Control Valve is used in the Th.ermactor (Secondary Air) System.
The Air Control Valve directs air pump output to the exhaust manifold or downstream to the
catalyst system depending upon the engine control strategy. The air control valve may be
used as a Thermactor bypass valve (Figure 26), directing air to the catalyst!exhaust system or
to a remote air dump location depending on engine control strategy. A pressure relief valve
also provides air pump protection in the event of excessive exhaust back pressure or system
blockage.
OUTLET B
Functional Check
1. Verify that airflow is being supplied to the valve inlet by disconnecting the air supply hose
at the inlet and verifying the presence of airflow with the engine at 1500 rpm. Reconnect
the air supply hose to the valve inlet.
2. Carefully disconnect the air supply hoses at outlets A and B (Figure 25 or Figure 26).
4. Accelerate the engine to 1500 rpm. Airflow should be heard and felt at outlet B with little
or no airflow at outlet A (Figure 25 or Figure 26).
5. With the engine at 1500 rpm, connect a direct vacuum line from any manifold vacuum
fitting to the air control valve vacuum nipple. Airflow should be heard and felt at outlet A
with little or no airflow at outlet B.
6. Restore all connections. If conditions above are not met. replace the air control valve.
9
L..-F_U_D_c_t_iO_D_a_I_"_D_i_a__D_O_Si_S_: '1-.- - - - - - . . . . . ,
_Air Pump Resonator .
DESCRIPTION
The Air Pump Resonator (Figure 27) reduces air dump noise during cold start and some cruise
modes..
-
INLET oJ'
A13530-A
Functional Check
TITLE
Functional Diagnosis:
Combination Air
BASIC PART NO.
9F491
Ir-----'------...,
SYMBOL
Lo-B--.;;.yp~a_ss_/_A_ir_C_o_n_tr_o_I_V_a_lv_e ~ ACV
DESCRIPTION
The Combination Air Control/Bypass Valve (Figure 28) combines the secondary air bypass and
air control functions. The valve is located in the air supply line between the air pump and the
upstream/downstream air supply check valves.
The air bypass portion controls the flow of thermactor air to the exhaust system (air control
portion of the valve) or allows thermactor air to be bypassed to atmosphere. When air is not
being bypassed, the air control portion of the valve switches the air injection point to either an
upstream or downstream location.
VACUUM PORT
"0" AIR BYPASS
A13531A
Functional Check
3. With engine operating at 1500 rpm, airflow should be noted coming out of the bypass
vents.
4. Reconnect vacuum line to port 0, and disconnect and plug vacuum line to port S. Ensure
vacuum is present in the line to vacuum port D.
5. With engine operating at 1500 rpm, airflow should be noted coming out of outlet B (no
airflow should be detected at outlet A).
Functional Diagnosis:
Combination Air 9F491
Bypass/Air Control Valve
- + - + - - - - A I R FROM
AIR PUMP
DIAPHRAGM
Figure 29 Valve Assembly Exhaust Air Supply Control (Normally Closed) with Bleed
6. Apply 27-34 kPa (8-10 in-Hg) vacuum to port S. With engine operating at 1500 rpm,
ai'"!low shou.ld be noted coming out of outlet A.
7. If the valve is the bleed type, some lesser amount of air will flow from outlet A or 8, and
the main dis~harge will change when vacuum is applied to port S.
Functional Diagnosis:
Dual Thennactor 9H465
I ~
n
. .A. i_r_C_o_n_t_r_o_I_S_o_l_e_n_o_i_d_V_a_lv_e_----..I. ---' . . . SO_lv _
DESCRIPTION
The Dual Thermactor Air Control Solenoid Valve (Figure 30) assembly consists of two normally
closed solenoid vacuum valves (TAB and TAD), one controlling the thermactor air bypass valve
and the other the thermactor diverter valve. Both are vented when de-energized, sourced by
the intake manifold vacuum reservoir and controlled by an EEC system (they are also
discussed in the EEC and MCU Systems diagnostic procedures). Also used on 2 wheel drive/4
wheel drive vehicles and single solenoids for EGR shutoff.
E8AE9H465-8A
Functional Diagnosis:
Solenoid Vacuum
Valve Assembly
9D474
I JJ-+
SOL V
1 . . . . . - - - _
DESCRIPTION
Normally Closed
The Normally Closed Solenoid Valve Assembly (Figure 31) consists of two vacuum ports with
an atmospheric vent. The valve assembly can be with or without control bleed. The outlet port
of the valve is opened to atmospheric vent and' closed to the inlet port when de-energized.
When energized, the outlet port is opened to the inlet port and closed to atmospheric vent.
The control bleed is provided to prevent contamination entering the solenoid valve assembly
from intake manifold.
ATMOSPHERIC VENT
BLADE TYPE
TERMINALS OR MOLDED-----.
CONNECTOR
INLET PORT
A6847-8
DIAGNOSIS
The solenoid resistance when checked at the terminals should be between 51 and 108 ohms.
If the solenoid resistance is not within these values, the solenoid should be replaced.
NOTE: The valve can be expected to have a very small leakage rate when energized or
de-energized. This leakage is not measurable in the field and Is not detrimental
to valve function.
TITLE
Functional Diagnosis:
Thermactor Idle
BASIC PART NO.
9G328
SYMBOL
I a
~
'--V_a_cu_u_m_V_a_l_v_e ---'- ... ~ IV_V ---'
DESCRIPTION
The TIV Valve (Figure 32) vents the vacuum signal to the atmosphere when the preset
manifold vacuum or pressure is exceeded. It is used to divert Thermactor airflow during cold
starts to control exhaust backfire.
\
SMALL NIPPLE - APPLY
MANIFOLD VACUUM
AT IDLE IN NEUTRAL
ATMOSPHERIC
VENT HOLES
A5968C
Functional Checks
1. With the engine at idle, in NEUTRAL, apply vacuum to small nipple and place fingers over
the TIV Valve atmospheric vent holes (Figure 1). If no vacuum is sensed, the TIV is
damaged and must be replaced.
2. While the engine is still idling in NEUTRAL, apply vacuum shown below, to the TIV Valve
large nipple from a test source. If vacuum is still sensed when placing fingers over vent
holes, the TIV is damaged and must be replaced.
3. If TIV meets both requirements, disconnect the TIV small nipple from manifold vacuum
and the TIV large nipple from the test vacuum. Reconnect the TIV valve to original hoses
or connectors.
DESCRIPTION
The VCV controls vacuum to other emission devices during engine warm-up: the 2-port types
simply open when engine coolant reaches their pre-determined calibration temperatures; the
4-port types open likewise, since they are nothing more than two 2-port types in one housing;
and the 3-port types switch the vacuum source to the center port from the top or the bottom
ports. Electrical switches can be either open or closed until the VCV is fully cycled. The
VCV's respond to a sensing bulb immersed in engine coolant by utilizing a wax pellet principle.
Vacuum is usually sourced as illustrated in Figure 33.
tD473
8A564
A CONNEct'S TO VACUUM DEVICE OR
8 CONNECTS TO VACUUM SOURCE 12A091
A13535-A
2. With engine at normal operating temperature, the VCV should be open between A and B
and closed between A and C.
The Electrical Vacuum Switch (Figure 34) could be either opened or closed at room
temperature. It will be reversed (opened to closed or closed to opened) with the engine at full
operating temperature.
A61~
1. While the engine is cold, measure the continuity across the switch. Compare with
specifications.
DESCRIPTION
A Vacuum Check Valve (Figure 35) blocks airflow in one direction. It allows free airflow in the
other direction. The check side of this valve will hold the highest vacuum seen on the vacuum
side. If not, replace it.
DIAGNOSIS
Apply 54 kPa (16 in-Hg) vacuum to "check" side of valve and trap. If vacuum remains above
50.6 kPa (15 in-Hg) for 10 seconds, the valve is acceptable.
Functional Diagnosis:
9E453
Vacuum Reservoir VAESEA VRESER
DESCRIPTION
The Vacuum Reservoir (Figure 36) stores vacuum and provides "muscle" vacuum. It prevents
rapid fluctuations or sudden drops in a vacuum signal such as those seen during an
acceleration period.
VB
WITHOUT CHECK
VACUUM
OUTPUT
ORIENTATION
POST
CHECK VALVE
AND VACUUM
SUPPLY
DIAGNOSIS
When charged initially with 15 to 20 in-Hg vacuum, vacuum loss shall not exceed .5 in-Hg in
60 seconds. If it does, replace the reservoir.
g
F_U_D_c_t_iO_D_a_I_D_ia__D_O_S_iS_:
Pulse Air Valve
----&-_9_A_4_8_7--J Ir-----X-\-T---
. \I
....
DESCRIPTION
The Thermactor II (Pulse Air) Control Valve is normally closed. Without vacuum signal from the
solenoid, the flow of air is blocked.
VACUUM NIPPLE
"'FREE REED
"'lIIIIIIII(II FLOW
........ IN
TO CATAlYTIC
CONVERTER
A5962-8
Figure 38 Thermactor" (Pulse Air) Control Figure 39 Pulse Air Valve Thermactor "
Valve
Functional Check
1. Visually inspect the thermactor system hoses, tubes, control valve(s) and check valve(s)
for leaks that may be due to backflow of exhaust gas. If holes are found and/or traces of
exhaust gas products are evident, the check valve may be suspect.
2. As shown in the above illustrations, the valves should allow free flow of air in the
direction of the arrow only. The valve(s) should check (or block) the free flow of exhaust
gas in the opposite direction.
3. Replace the valve if air does not flow as indicated or if exhaust gas backflows opposite
of the direction of the arrow.
4. Remove inlet hose.
5. With engine at normal operating temperature and at idle in NEUTRAL air should be drawn
into the valve.
6. Remove the vacuum line and air flow should stop.
7. If these conditions are met, valve is 'operating properly.
8. If these conditions are not met, verify that vacuum is present at the valve and see
solenoid valve check or Quick Test if vacuum is not present.
9. If vacuum is present but no air flows, check Pulse Air Check Valve, Silencer Filter, and air
cleaner for blocked or restricted passages.
10. If vacuum is present and no blocked or restricted passages are found, replace valve.
Contents
Notes, Cautions and Warnings .. ~ 11-1
INote I
This test is intended to diagnose the following symptoms:
Cranks normally but won't start
Starts normally but won't run (stalls)
Cranks normally but slow to start
Misses under load
Hesitates or stalls on acceleration
Backfire (induction or exhaust)
Lack of power
Surges at steady speed
Poor fuel economy
Gas smell
Pre-checks:
Verify battery is fully charged.
Check for adequate fuel supply in fuel tank.
. Verify fuse/fuse link integrity.
Inertia switch is set.
Verify engine at operating temperature, transmission in NEUTRAL or PARK and brakes
applied.
Inspect all hoses, fuel lines and fuel tanks for deformities, kinks and leaks.
Check fuel pump and fuel line connections for fuel leaks.
Check fuel pressure regulator CFI/EFI area for fuel leaks.
NOTE: For additional information, refer to Fuel/Engine Group In the Car or Truck Shop
Manual.
i CAUTION!
Use care to prevent combustion from fuel spillage. No smoking, open flames or any
kind of arcing.
I WARNING I
Fuel in the fuel system remains under high pressure even when the engine is not
running. To avoid injury or fire, release the fuel pressure from the fuel system before
disconnecting any fuel line. To release the pressure from the system perform the
following:
Connect the Rotunda Fuel Pressure Testing Kit, No. 014-00447 or equivalent at the
Schrader valve located on the fuel rail, with the Testing Kit valve closed.
Gradually open the Testing Kit valve to relieve fuel pressure in the vehicle fuel
system and drain the fuel into a suitable container or return it to the fuel tank.
To avoid unnecessary fuel spillage and fire hazard at any time fuel lines are
disconnected, the ignition switch should be in the OFF position unless fuel pump
operation is required for test purposes.
Use an auxiliary fuel supply and route the flexible Yes ~ RECONNECT the fuel
fuel line under the fender or bumper to the inlet line at the fuel pump.
side of the fuel pump. GO to IMFD41.
Drain fuel tank, but not' completely. Yes ~ REPLACE the fuel
sender unit.
Disconnect fuel return line if applicable.
Disconnect fuel sender unit. No ~ GO to IMFDSI.
Disconnect evaporative system from fuel tank.
Lower the fuel tank and remove sender unit.
Inspect sender unit for being bent, blocked or
rusted through.
Is fuel sender unit defective?
Check remaining fuel in the tank for Yes ~ DUMP/FLUSH the fuel
contamination. tank.
BLOW OUT the fuel
Check the fuel sample from test IMFD21 for lines.
contamination. REPLACE fuel filters.
CLEAN out carburetor.
Is the fuel contaminated?
No ~ Problem may be
elsewhere.
, . GO to Section 2.
VEHICLE APPLICATION
Types of Systems
Fuel delivery systems using Electronic Fuel Injection (EFI) differ in their design and
arrangement, depending upon the vehicle' and model year. To clarify understanding and to
simplify diagnostic instruction they are classified by Types 1 through 5, as shown in the
System Schematics, are listed as follows:
For supplying the fuel injectors continuously with clean ,fuel at a controlled high pressure, all
such systems require a high-pressure fuel pump with discharge check valve, a reservoir near
the pump inlet, a fine mesh fuel filter, a pressure regulator, a fuel supply and return system, a
fuel tank, and a fuel supply manifold or fuel rail connected to the fuel injectors. The Electronic
Control Assembly (ECA) controls power input to the fuel delivery system and provides correct
timing for the fuel injectors.
All fuel systems with EFI require a high-pressure pump,' but some are two-pump systems
having a primary, or low pressure in-tank pump for supplying fuel to the reservoir (Types 2, 3,
& 4 Systems). The Low-Pressure Pump rests in a sump, or depression, in the fuel tank. A
nylon screen protects the low-pressure pump inlet from contaminating particles, but allows the
passage of small amounts of water which may 'accumulate in the fuel tank sump. When dual
tanks are used, each tank is equipped with its own low=-pressure pump, making a total of
three pumps in the system, two low-pressure and one high-pressure.
Type 1 Systems use a single pump, wherein the low-pressure in-tank pump is not used, but is
replaced by a High-Pressure In-Tank Pump. It is capable of pumping in excess of 60 liters (16
gal.) of fuel per hour at a working pressure of 270 kPa (39.2 psi) and has an internal
pressure relief valve, set to 850 kPa (123 psi) to protect against over-pressure due to fuel
flow restriction. It also has a discharge check valve (to maintain system pressure during
shutdowns and to minimize starting problems) and an inlet screen for protection.
Types 2, 3, and 4 Systems use two pumps with a low-pressure in-tank pump, a High-Pressure
In-Line Pump mounted inside the left frame rail and a reservoir in-line between the two. Other
High-Pressure Pumps used in these systems are 80 liter (21 gal) and 100 liter (26 gal)
minimum per hour capacities, depending upon the vehicle application. These pumps also have
internal relief valve and discharge check valve.
A10012A
Fuel reservoirs are used to prevent fuel flow interruptions during extreme vehicle maneuvers
with low tank fill levels. In-line reservoirs (Types 2, 3, & 4) are frame mounted and are always
located between the low and high-pressure pumps. If the high-pressure pump is located in-tank
(Type 1 and 5), the reservoir is either molded or welded into the tank or into the fuel pump
and sender plastic housing. In-line reservoirs are of two types, the standard single function
design used with Types 2 and 3 Systems or the dual function design having the integral
mechanical selector valve (Type 4 System). The standard single function reservoir, used on
Type 2 and 3 systems, may contain a fine mesh in-line filter located between the high-
pressure pump and the fuel rail. Simultaneously, a fine screen was added to the high-pressure
pump inlet.
Selector valves are used on F- and E-series and on Ranger vehicles equipped with dual fuel
tanks (Types 3 and 4 Systems). A driver operated selector switch controls the Selector Valve
for switching the fuel supply from one tank to the other. Two types of valves are used,
electrical (Type 3) or mechanical (Type 4). The electric valve, when energized by the selector
switch, moves its valve to shut off the supply and return lines from one tank and to open the
lines to the other tank. Simultaneously the in-tank pump and fuel level sender are turned off
for one tank and energized for the other. The Mechanical Selector Valve is contained within
the six-port reservoir assembly (the so-called "dual function reservoir"), is identified in these
diagnostics as "Mechanical Selector Valve/Reservoir", and is used in the Type 4 system only.
It switches fuel supply and return lines from one tank to the other in response to fuel
pressure from in-tank pumps acting on its actuating diaphragm. The diaphragm switches tank
connections under 2 psi of fuel pressure acting on its upper side for the front tank and on its
lower side for the rear tank. Good valve functioning depends upon proper operation of the in-
tank low-pressure pumps. In all dual tank vehicles, excess fuel not used by the engine is
returned to the same tank from which it was pumped.
Type 5 systems use a High Pressure Fuel Pump' inside the fuel tank similar to a Type 1
pump. Type 5 systems have a reservoir built onto the pump and sender assembly instead of
being part of the tank. In the event of a two tank system, the sender assembly handles the
switching of the High Pressure Fuel through internal valves. If you have a type 5 system with
two tanks and one tank overfills during use (return line returns fuel to wrong tank) it will be
necessary to change the pump and sender unit in the tank that overfills. The fuel pump is
capable of pumping in excess of 125 liters (33 gaL) of fuel per hour at a working pressure of
270 kPa (39.2 psi). These pumps also have internal pressure relief and discharge check
valves.
The Shuttle Selector Valve opens the return line to the tank when the diaphragm force,
resulting from the fuel pressure applied to the shuttle diaphragm, exceeds the opposing spring
force. Thus, the return flow is directed to the appropriate tank on vehicles equipped with dual
tanks.
The Supply Check Valve, which is normally closed, opens when the outlet pressure from the
energized pump exceeds the opposing check valve spring force. When the pump is de-
energized (Le., engine is shutoff), the supply check valve closes to maintain pump prime and
fuel supply line pressure.
A portion of the high pressure flow from the pump is diverted to operate the Venturi Jet
Pump. The Venturi Pump draws fuel from the tank into the ITA reservoir to augment the
engine return flow. This process ensures an adequate fuel supply to the pump during extreme
vehicle maneuvers and steep vehicle attitudes with low-tank fill levels.
The inlet of the Venturi Pump has a nylon filter on it to prevent dirt and other particulate
matter from entering the system. Any water accumulation in the fuel tank can pass through
the filter without restriction.
FLOW 10 ENGINE
DIAPHRAGM
HIGH PRESSURE PUMP
The Fuel Pressure Regulator (Figure 3) is attached to the fuel supply manifold assembly down
stream of the fuel injectors. It regulates the fuel pressure supplied to the injectors. The
regulator is a diaphragm-operated relief valve. One side of the diaphragm senses fuel pressure
and the other side is subjected to intake manifold vacuum. The nominal fuel pressure is
established by a spring preload applied to the diaphragm. Balancing one side of the diaphragm
with mani.fold vacuum maintains a constant fuel pressure drop across the injectors. Fuel in
excess of that used by the engine is bypassed through the regulator and returns to the fuel
tank.
SPRING
UPPER
HOUSING
FUEL
FILTER
DIAPHRAGM.
SCREEN
@!1t~~~~~l~_LOWER HOUSING
Test Point
A pressure test point, equipped with a Schrader fitting, is provided in the engine fuel rail for
the purpose of relieving pressure in the fuel system and for measuring the injector supply
pressure for service and diagnostic work. Refer to Notes, Cautions and Warnings.
When the ignition is switched to the ON position, it turns the EEC Power Relay on. The EEC
Power Relay provides power to the Electronic Control Assembly (ECA) and the control side of
the fuel pump relay. Power for the fuel pump(s) is supplied through a fuse link or high current
fuse attached to the starter solenoid (battery side). From the fuse link or high current fuse
current flow is through the fuel pump relay and inertia switch to the fuel pumps(s). The inertia
switch is a safety device used to shut off the fuel pump(s) in the event of a collision. If the
inertia switch is "tripped" it must be reset by depressing the white or red button on the top
of the switch. The fuel pump relay is controlled by the ECA.
When the ignition switch is turned to the ON position, the fuel pump(s) will operate. If the
ignition switch is not turned to the START position the ECA will shut the fuel pumps off after
approximately one second. The ECA will operate the fuel pump(s) when the ignition is in the
START position. to provide fuel while cranking.
After the engine starts, the ECA will continue to operate the fuel pump(s) unless the engine
stops or engine speed drops below 120 rpm, or the inertia switch is "tripped".
Inertia Switch
The Inertia Switch (Figure 4) is used in conjunction with an electric fuel pump. The purpose of
the Inertia Switch is to shut off the fuel pump in the event of an accident. It consists of a
steel ball held in place by a magnet. When a sharp impact occurs, the ball. breaks loose from
the magnet, rolls up a conical ramp and strikes a target plate which opens the electrical
contacts of the switch and thereby shuts off the electric fuel pump. Once the switch is open,
it must be manually reset before restarting the vehicle. The location of the switch is discussed
in the Owner's Manual. .
RESET ~UTTON
TARGET
PLATE
1'-'___._
L_.J_~
POSITION FOR
OPEN SWITCH
CLOSED
SWITCH
ELECTRICAL
CONTRACTS o
SWITCH
TERMINALS
EXTERNAL VIEW A7194-D
CUTAWAY VIEW
I WARNING I
IF YOU SEE OR SMELL GASOLINE AT ANY TIME OTHER THAN DURING FUELING, DO
NOT RESET THE SWITCH.
Functional Check
Push down on the reset button to make sure the switch is closed.
Use DVOM, Rotunda 007-00001 or equivalent, with LOS button On and measure voltage
across both terminals of the inertia switch. If DVOM reading is greater than O.3V, replace the
inertia switch.
NOTE: In the closed position, the button can be depressed an additional 1/16-inch
against a spring. This is a normal condition and does not adversely effect the
switch operation.
Fuel Injector
The Fuel Injector (Figure 5) is a solenoid operated valve that meters fuel flow to the engine.
The injector is opened and closed a constant number of times per crank revolution. The
amount of fuel is controlled by the length of time it is held open.
The injector is normally closed and is operated by a signal from the Electronic Engine Control
(EEC) module.
INTEGRAL FILTER
FUEL RAIL O-RING
SEAL
COIL
........",_-.STA1NlESS
STEEL
NEEDLE
A127&7A
NOTE: Low-pressure Injectors have low coli resistance. High-pressure Injectors can have
either high or low coli resistance. Function can be adversely affected by using
the wrong Injectors.
NOTE: Do not apply battery voltage directly to the Injector electrical connector
terminals. The solenoid may be damaged Internally in a matter of seconds.
FILTER
FUEL TANK
~ FLOW
I~ I INLET
HIGH PRESSURE ~ LI FILTER
PRESSURE FUEL PUMP AND ~
PRESSURE INJEC10RS
TEST POINT RESERVOIR
REGULATOR
A8576-A
VEHICLE APPLICATION
Passenger Car EFI/CFI.
Aerostar, EFI.
Ranger, Br~nco II, 1989 and later model years, and F-Series/Bronco 90 mod~1 year.
FLOW ~
-r-ch -
FILTER
~
H 11 BOOST
FLOW ~PUMP
PRESSURE , i INLET
TEST POINT ~FILTER
VEHICLE APPLICATION
F-Series/Bronco, 1985-89 model years, EFt.
Ranger/Bronco II, 1985-89 model years, EFt.
.1 BOOST
.iL/'PUMP
FLOW'"
, I INLET
L~_'" -r-~-
~FILTER
FILTER
FRONT
TANK
RETURN
~ FLOW /FUEL
REGULATOR
r---y
PRES.SURE L .. J r ,.-~"+-t+---_
TEST POINT
L_ ..J " BOOST
J1.. PUMP
INJECTORS
RESERVOIR
I I INLET
REAR
TANK
~FILTER
1.85721.
VEHICLE APPLICATION
F-Series 1985 model year, EFI.
E-Series 1986-87 model years, EFI.
Ranger 1985-88 model years, EFI.
~-
REGULATOR
-r-
PRESSURE
TEST POINT
ch - ,
. . FLOW
PRESSURE
-...:::::::::~..-..,-'
I I
I I
L.t---
- -.,
-I RETURN
FUEL
VEHICLE APPLICATION
E-Series 1988 and later model years, EFI.
F-Series 1986-89 model years, EFI.
RETURN
FUEL
ITR UNIT
FLOW ~ INLET
FILTER
, FILTER
-\tFL~
I MAIN TANK
I
: I
I I RETURN
I I . '---FUEL
I '----~
PRESSURE - - - -~--:.'1"'1I1
r --_ _
LINE (FUEL) :. ITR UNIT
INJECTOR PRESSURE
TEST POINT
"-
~-
SECONDARY TANK
A12nO-A
Figure 11 Type 5 - Dual Tank, Single Pump System In-Tank-Reservoir (lTR) Only.
VEHICLE APPLICATION
Electrical Schematic
r~~EM~
20 GA. BLUE
INERTIA
SWITCH
I SINGLE TANK
TYPE 1
OPENS [ ] ]
I
VIP
ELECTRIC ~ TEST
FUEL ~ CONNECTOR
PUMP
~ A8574-B
VEHICLE APPLICATION
* Inertia switch located in line with fuel pump on 1989 Bronco II and 1986 1/2-89 Aerostar.
Electrical Schematic
Fo::r
UNK
J
f
97 T/lG
BKIO
MB~ 38 8K10
MB~ ~lR
,~ ,I"
18 1 2 12 24
INTEGRATED
CONTROL
10 MODULE 5
'i'
787rKlBK
787
5403
~;fK1BK PKlBK
C123
922 WfR
78fKIBK
ELECTRONle
CONTROL
ASSEMB LV
I C1rj" INERTIA
(ECA) 37
~~
57 19
~
rn
..!:~
--.:;;-
LOW SPEED
FUEL PUMP
RESISTOR
781PI<IBK
SWITCH
OPENS ON
IMPACT
~~l
787 PKlBK
38 BKIO I I M FUEL
I I PUMP
~~
8166-
57lBK
~G104
A12771-A
VEHICLE APPLICATION
Electrical Schematic
t i
If--------mu----- --II FUEL
PUMP
RELAY
1
~~~~r'c ~I
INERTIA
SWITCH
OPENS ON
IMPACT
FUEL PUMP
MONITOR PIN 22
I__--(,2--- r
P
: M SENDER '. TANK
PUMP
T__~ ,-__ mu J
UNIT
V
y
I
I
: A8575B
VEHICLE APPLICATION
E-Series, 1986-89 model year, EFI.
F-Series, Bronco, 1985-89 model years, EFI.
Ranger, 1985-1989 model years, EFI.
Aerostar, early 1986 model year, EFI.
Bronco II 1985-88 model year, EFI.
Electrical Schematic
FUEL
PUMP
RELAY
ELECTRONIC
ENGINE
CONTROL
FUEL PUMP MONITOR
rnI INERTIA
SWITCH
OPENS ON
IMPACT
PIN 22
FUEL
TANK
SELECTOR
SWITCH
I .....
.I
"'y"
,
I
I
~-,
"
" ....
"'
I
I
L
Ir t - - -PUMP
I M
L
-p,REAR
~~~E.!3.
----------------~
I FUEL
J TANK
UNIT
A8826B
Electrical Schematic
ELECTRONIC
o
ENGINE ~
CONTROL G)
(VPWR PINS 37/57) ~
~ FUSE
C lINKQ
m
FUEL
PUMP
~~ '"""I!I~ RELAY
ELECTRONIC
ENGINE
CONTROL
rnI INERTIA
SWITCH
OPENS ON
IMPACT
FROM
FUEL GAUGE
FUEL PUMP
MONITOR PIN 22
FUEL TANK
SELECTOR
SWITCH
1
r---
Ir~--1'
PUMP I FUEL
REAR
M TANK
IL SENDER
__ ,*,JI UNIT
'-------+-- _---..IT J
A8828B
VEHICLE APPLICATION
Electrical Schematic
FUEL
PUMP
~'r----------~ RELAY
ELECTRONIC
ENGINE
CONTROL
rnI INERTIA
SWITCH.
OPENS ON
IMPACT
FROM
FUEL GAUGE
FUEL PUMP
MONITOR PIN 22
FUEL TANK
SELECTOR
SWITCH
A8828B
VEHICLE APPLICATION
NOTE: Except for eFI systems; maximum fuel pressure is obtainable at WOT or the
vacuum hose removed from the fuel pressure regulator.
FP LEAD
(SHORT END
OF CONNECTOR)
A9465-8
I WARNING ,
~ ~HEk)
GROUNDING
PROBE
~~ VIP SELF-TEST
{l
~
~
_ c:::f~
A8829-A
Disconnect the front fuel tank electrical connector. For type 2, REPAIR
wire from low pressure
DVOM on 20 volt scale. fuel pump to inertia
Measure the voltage on the power supply lead to switch as required.
fuel pump as shown.
Is the voltage greater than 10.5 volts?
Repeat procedure with selector switch in "R'"
position and measure voltage at rear tank sender/
pump unit connector.
A8831A
~GR~UNO::
VIP SELF TEST PROBE
SELECTOR SWITCH
CONNECTOR A8832A
00
VIP SELF -rEST
CONNECTOR
SELECTOR SWITCH
CONNECTOR
A8833-A
SENDER
SIGNAL
PUMP
W~o*I~---POWER
gCHRfu GROUNDING
r===J~
PROBE ~
A8835-A
A8879A
A8880A
A8881A
-~
-~ A8882A
SENDER
SIGNAL
i-t'"'---H~::t----- PUMP
POWER
A8884-A
SENDER
GROUND
SENDER
--e::::l-+-+-+c>It-i+---- SIGNAL
:t-T~~=r-- __ PUMP
POWER
PUMP GROUND
A8885-A
A8886-A
A8887A
~4
Distribution Box
(position no. 1).
--------~ ~ A8"~"
.' B c::J
~.
- ~ =A ~
. c + -
AS,,9-A
~
~~'-
~ --
A889D-A
~Iectric
Fuel Delivery Systems:
EFD
System Diagnosis
VACUUM
HOSE
VACUUM
PORT
PRESSURE
REGULATOR
A8891-A
For Typ-e 5:
GO to IEFD31 I.
Remove the fuel supply line from the sender port Yes REPLACE front tank
of the rear tank and install fuel pressure to the ITR. REMOVE fuel
fuel line. pressure~.
RERUN~.
Move the tank selector to FRONT position.
Key On, Engine Off. No REMOVE fuel pressure
Wait until fuel pump stops (approximately 1 gauge. RECONNECT
second). fuel supply line to rear
tank. GO to IEFD33 I.
Key Off, observe fuel pressure.
Does fuel pressure drop?
ENGINE VACUUM
REFERENCE TUBE
SPRING SPRING
SEAT
FUEL
FILTER
SCREEN
MOUNTING
PLATE
lkt1~iin~~rU~-- HOUSING
LOWER
Observe the Notes, Cautions and Warnings" to Yes ~ If leakdown rate OK.
avoid fuel spillage and injury.
FO~ and 5, GO
Connect the fuel pressure test kit at the fuel to EFD47 .
pressure test point.
All other types, GO to
Connect a jumper to the FP lead of the Self-Test IEFD401.
connector.
Key On, Engine Off. No ~ REPLACE pump.
RERUN test step
Ground the test lead using the jumper wire to ru':l
IEFD21.
the fuel pump.
Run the. fuel pump for 30 seconds minimum.
Remove the test lead ground and' note fuel
pressure on the gauge.
Verify whether the fuel pressure remains within
the specified 2 psi for 3 minutes after the test
lead is ungrounded.
Does the fuel pressure remain within 2 psi for
3 minutes after the test lead is ungrounded?
_,I,
, "
TEST.. STEP RESULT ~ ACTION TO TAKE
Observe the "Notes, Cautions and Warnings" to Yes ~ REPLACE the regulator
avoid fuel spillage and injury. with a known good
regulator. RERUN test
Check leaks in the engine vacuum system due to step IEFD21. If
loose or mis-threaded fittings, cracks, cuts, pressure still high, GO
pinches, or kinks in vacuum lines, or blockages to IEFD391.
that could cause insufficient vacuum to properly
control the pressure regulator. No ~ REPAIR or REPLACE
Check the pressure regulator housing for damage damaged components
or dents that could cause a higher spring loao on as required. RERUN
test step IEFD21 .
the pressure regulator diaphragm.
Proceed with above
Check the integrity of the pressure regulator Action for "yes" result.
diaphragm per, the procedure of test step
IEFD2SI.
Is the fuel system free of defects that could
cause the pressure regulator to produce
excessive fuel injection pressure? (Refer to
Fuel pressure Specification In this Section).
. ,
This test step applies only to Light Truck fuel Yes ~2GOto
systems, types 2, 3, and 4 having the in-line ~.
reservoir.
~e3GOto
Observe the "Notes, Cautions and Warnings" to LmM!.J .
avoid fuel spillag and injury.
~4GOto
Disconnect the fuel supply line entering the ~.
reservoir:
For type 2 - from the tank No REPLACE the reservoir.
For type 3 - from the electric selector valve
For type 4 - from the rear tank
Selector switch in rear tank position (for type 4
system).
Connect the vacuum tester to the same reservoir
fuel supply nipple on the reservoir.
Apply a 10 in-Hg vacuum maximum to the fuel
supply nipple and observe the vacuum gauge.
i CAUTION-l
Any vacuum higher than 10 In-Hg may rupture
the diaphragm of the type 4 system reservoir.
Does the anti-siphon valve retain a 10 In-Hg
vacuum?
R=~~
SUPPLY
FRONT
REAR
SUPPLY
*
J.'
REAR
RETURN
SUPPLY
(OUT)
(IN)
0.5 PSI ANTISIPHON VALVE 20 PSI DIVERTER VALVE ./ 20 PSI DIVERTER VALVE
REAR TANK FLOW FRONT OF VEHICLE
Notes In parentheses are for test purposes only. . / FRONT TANK FLOW A8895B
(CHECK
AIR OUT)
(F)
0.5 PSI ANTISIPHON 20 PSI DIVERTER VALVE / 0.5 PSI ANTI-SIPHON VALVE
VALVE FRONT OF VEHICLE
REAR TANK FLOW
Notes In parentheses are for test purposes only / FRONT TANK FLOW A8896-A
(CHECK
AIR IN)
--- ---
FRONT OF VEHICLE
FRONT TANK FLOW A8897A
With the engine warmed and idling (or cranking it Yes ~ GO to IEFD501.
if does not start) and using a mechanics'
stethoscope or equivalent, listen for regularly No ~ GO to IEFD4S1 .
spaced operating sounds at each fuel injector.
Is operating sound present?
Remove fuel inlet and outlet lines at fuel charging Yes ~ GO to IEFD531.
assembly.
Connect hand held vacuum pump to the fuel No ~ Injector/O-Ring
charging assembly fuel inlet side. regulator seat/valve
Apply 15-20 in-Hg vacuum. tystem 10K. GO to
EFD34 .
Vacuum should not drop more than 10 'in-Hg in
10 seconds.
Is vacuum drop greater than 10 in-Hg in 10
seconds?
With the injector in the fuel charging assembly: Yes ~ REPLACE the injector
Plug the injector tip outlet with finger. O-Rings - 2. REPEAT
test step IEFD54 I.
Repeat Test Step IEFD52 I.
Is vacuum drop greater than 10 in-Hg in 10
seconds? No ~ REPLACE injector.
REFER to Fuel/Engine
Shop Manual Group.
Contents
System Description 12-1
Vehicle Application, Description and Operation 12-1
When to Use This Diagnostic Procedure 12-1
System Schematic 12-2
System Diagnosis 12-3
System Description
VEHICLE APPLICATION
NOTE: This applies to only 1990 49 State 6.1 Land 7.0L heavy duty trucks (gasoline
engines only). All other vehicle applications with "CHECK ENGINE" Light
concerns, go to Quick Test, Section 14.
The "CHECK ENGINE" Light (CEL) System on the 6.1 land 7.0l heavy duty trucks consists
of an instrument panel mounted amber lens with the words "CHECK ENGINE" printed on it. It
is electrically connected to an Emission Maintenance Warning (EMW) module located under
the instrument panel. The purpose of the system is to alert the customer that 60,000 mile
emission system maintenance is required on the vehicle. Specific emission system maintenance
requirements are shown in the vehicle Owner Guide (Medium and Heavy Duty Truck).
The EMW module actually measures accumulated vehicle ignition Key On time and is designed
to continuously close an electrical circuit to the CEl after 2000 hours of vehicle operation.
Assuming an average vehicle speed of 30 mph, the 2000 hours equates to 60,000 miles of
vehicle operation. Actual vehicle mileage intervals will vary considerably as individual driving
habits vary.
Note that when the ignition key is initially placed in the ON position, the EMW module will
activate the CEl for 2 to 5 seconds to indicate proper function of the system. When
approximately 60,000 miles of vehicle operation is reached, the CEl will remain on
continuously, indicating that emission system maintenance is required. After the vehicle's
emission system maintenance has been performed, the technician should reset the EMW
module for another 60,000 mile period.
Mileage is between 45,000 and 75,000 miles with no previous emission maintenance.
Use this procedure only when the specified mileage does not apply or if the EMW
module cannot be reset after emission maintenance is completed.
System Description
SYSTEM SCHEMATIC
6.1 land 7.0l Heavy Duty Trucks "CHECK ENGINE" Light (CEl)
*194 BULB
...-.--.... - KEY POWER..-----1
~
VOUT
~
_----t- GND
~
_ CHASSIS GROUND
1
LOOKING INTO
MODULE
E
~ 'II
ORIENTATION TAB
A8334-C
NOTE: All other engine/vehicle applications with "CHECK ENGINE" Light concerns, go
to Quick Test, Section 14.
Pinpoint
ISystem Diagnosis Test
CE
NOTE: This applies to only 1990 49 State, 6.1 land 7.0l heavy duty trucks (gasoline
engines only). All other vehicle applications with "CHECK ENGINE" light
concerns, go to Quick Test, Section 14.
Pinpoint
ISystem Diagnosis Test
CE
____S_y_s_te_m
__D_ia_g_D_o_S_i_S 1 Table 1
NOTE: This applies to only 1990 49 state 6.1 Land 7.0L heavy duty trucks (gasoline
engines only). All other vehicle applications with "CHECK ENGINE" Light
concerns, go to Quick Test, Section 14.
to 15,000 Miles REPLACE EMW module with 2000 hour "time out" module.
No emission maintenance required.
15,000 to 45,000 Miles REPLACE EMW module with pretimed 1000 hour module.
No emission maintenance required.
45,000 to 75,000 Miles (no previous REPLACE EMW module with 2000 hour "time out" module.
emission maintenance was done). Perform required emission maintenance.
60,000 to 75,000 Miles (previous REPLACE EMW module with 2000 hour "time out" module.
emission maintenance has been done). No emission maintenance required.
75,000 to 105,000 Miles REPLACE EMW module with pretimed 1000 hour module.
No emission maintenance required.
Greater than 105,000 Miles REPLACE EMW module with 2000 hour "time out" module.
Perform required emission maintenance.
__S_y_s_te_m_D_ia_g_D_o_S_iS 1 Table 2
NOTE: This applies to only 1990 49 state 6.1 Land 7.0L heavy duty trucks (gasoline
engines only). All other vehicle applications with "CHECK ENGINE" Light
concerns, go to Quick Test, Section 14.
RESET PROCEDURE:
The timer may be reset either before or after the timeout period has been exceeded. The
procedure is the same for either condition.
Step 1
Turn the ignition switch to the OFF position.
Step 2
Lightly push the shank end of a No. 2 or 7/32 inch drill bit through the .2 inch diameter hole
with the sticker labeled RESET', lightly press down and hold. Go to Step 3.
I
Step. 3
Still pressing the drill bit down, turn the ignition switch to the RUN position. The GEL will then
light and should remain lit for as long as the drill bit is pressed down. Hold the drill bit down
for approximately five seconds. Go to Step 4.
Step 4
Remove the drill bit. The lamp should go out within approximately 2 to 5 seconds indicating a
reset has occurred. If the lamp does not go out then begin again with Step 1. Turn the
ignition switch to the OFF position and go to Step 5.
Step 5
Turn the ignition switch to the RUN position. The GEL will light for approximately 2 to 5
seconds and will then go out. This verifies that a proper reset of the EMW module has been
accomplished. If the GEL remains on, then the proper reset has not occurred and the reset
procedure should be repeated. Turn the ignition switch to the OFF position.
Contents
Ignition System Applications 13-1
TFI IGNITION SYSTEM:
Initial Timing Set Procedure 13-2
Spark Timing Advance - EEC-IV 13-4
Spark Timing Advance - Non EEC 13-7
Symptom Index 13-15
Ignition System Diagnostic Procedures - TFI 13-15
Part 1 (Secondary).............................................................. 13-16
Part 2 (Primary)
Duraspark II 13-24
TFI-IV : 13-42 .
TFI-IV With Computer Controlled Dwell (CCD) 13-42
TFI-IV Closed Bowl Distributor 13-55
Intermittent Diagnosis Procedure 13-72
DISTRIBUTORLESS IGNITION SYSTEM (DIS)
Ignition System Diagnostic Procedures (DIS)
2.3L EFi Truck (Dual Plug) 13-76
3.0L SHO SEFI and 3.8L SC SEFI 13-122
ELECTRONIC DISTRIBUTORLESS IGNITION SYSTEM (EDIS)
4.0L EFI Truck (EDIS) 13-165
PRELIMINARY NOTE
The procedure described below for setting initial timing is to be used under normal
circumstances. If problems are encountered setting initial timing using this procedure,
the spark timing procedure that follows should be used to diagnose the problem.
SPARK'TIMING
ADVANCE
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
NOTES
Spark Timing Advance is controlled by the EEC system. This procedure checks the capability
of the ignition module to receive the spark timing command from the EEC module.
DISTRIBUTOR ASSY
A9368-A
1. Separate wiring harness connector from ignition Yes ~ REPLACE the TFI
module. Inspect for dirt, corrosion and damage. module.
NOTE: PUSH connector tabs to separate.
No ~ SERVICE the wiring
2. Using small straight pin inserted into connector between the pin in-line
terminal 5, measure resistance between the connector and the TFI
terminal and the TFI module side of the pin in- connector.
line connector.
3. Is the result less than 5 ohms?
IGNITION
A4----MODULE
CONNECTOR
TERMINAL
NO. 1 ~_--r.!!!!1:2
A9439-A
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
Obtain the following test equipment or an equivalent:
NOTES
This procedure is not applicable to EEC-IV equipped vehicles.
This procedure checks the operation of the centrifugal and vacuum advance mechanisms in
the distributor. It is also to be used to check the operation of the retard feature of the
(-12A244-) Ignition Module.
STEP 1 I
Disconnect and plug distributor vacuum hose(s). ~ GO to Step 2.
Connect timing light and tachometer.
STEP 2 I
If Ignition Module (-12A244-) is used: ~ GO to Step 3.
Disconnect two wire connector (YELLOW and
BLACK wires).
Jumper pins in module connector.
If (-12A244-) Ignition Module not used. skip this
Step.
STEP 3 I
Start and warm-up engine. Yes ~ OK. GO to Step 4..
Check that engine speed is at or below timing
rpm.* No ~ RESET rpm below
timing rpm. GO to
Is engine speed at or below timing rpm*? Step 4.
STEP 4 I
Positive-Buy timing? Yes ~ GO to Step 5.
No ~ GO to Step 6.
STEP 5 I
Check initial timing. Yes ~ GO to Step 7.
NOTE: Record reading for later use.
No ~ RESET timing. .
Is timing within 4 degrees of required?* REMOVE or deface
positive buy label.
GO to Step 7.
STEP 6 I
Check initial timing. Yes ~ GO to Step 7.
NOTE: Record reading for later use.
No ~ .RESET timing.
Is timing within 2 degrees of requlred?*
GO to Step 7.
STEP 7 I
Basic Part No. (-12A244-) on ignition module1 Yes ~ REMOVE jumper in two
wire connector.
GO to Step 8.
No ~ GO to Step 11.
STEP 8 I
Check initial timing at timing rpm. Yes ~ DISCONNECT two wire
connector (YELLOW
Is timing the same as Step 5 or 61 and BLACK wires) at
ignition module.
GO to Step 9.
STEP 9 I
Check initial timing at timing rpm. Yes ~ Retard operation OK.
Is timing retarded from Step 81
REMOVE vacuum
gauge and
RECONNECT vacuum
hose (if used).
GO to Step 11.
No ~ GO to Step 10.
STEP 101
STEP 11 1
STEP 121
GO to Step 13.
No ~ REPLACE distributor.
STEP 131
STEP 141
Install vacuum gauge in vacuum advance hose, Yes ~ INSPECT diaphragm for
using tee connector ~ vacuum leaks and
stator assembly for
Increase engine speed to 2,500 rpm, hold for 60 sticking/binding.
seconds. SERVICE/REPLACE as
necessary.
Check for presence of vacuum.
Return to idle rpm. RETURN to Step 13.
Was a minimum of 51 kPa (15 In-Hg) vacuum
obtained? No ~ GO to Step 15.
STEP 151
STEP 161
Disconnect and plug distributor vacuum advance Yes .- ... SERVICE vacuum
hose. source.
RECONNECT normal
vacuum source.
STEP 17(
.
DAVE GRAHAM INC. 2012
ALL RIGHTS RESERVED
13-14 Ignition Systems, Timing Procedures and Diagnosis
STEP 181
Disconnect and plug vacuum hose to vacuum Yes ~ Spark timing systems
advance connection on diaphragm. OK.
STEP 191
Diagnostic Procedures
PRELIMINARY NOTES
The engine analyzer is used to diagnose problems in the secondary side of the ignition
system. This is covered in Part 1, which is common for all 1989 ignition systems (except
distributorless ignition).
For problems in the primary side of the ignition system, there is a separate Part 2 for each of
the three basic types of ignition systems.
;.
The beginning point for Ignition System Diagnosis is the Symptom Index. This will direct
you to the proper part for your engine symptom.
If after completing a Part 1 or Part 2 diagnosis and a problem has not been solved, the
problem is either an intermittent one or is not in the ignition system. If you suspect it to be
intermittent, refer to intermittent diagnosis. Otherwise return to the Diagnostic Routines,
(Section 2), for additional assistance. .
SYMPTOM INDEX
PART 1
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
NOTE
A spark plug with a broken side electrode is not sufficient to check for spark and may lead
to incorrect results.
MEASURE resistance
of ignition coil wire.
REPLACE if greater
than 7,000 ohms per
foot.
GO to Part 2, Test 1.
Improperly installed
cap, adapter, or rotor.
BE CERTAIN TO
MAKEGOOO
CONNECTION TO
TERMINAL
A6166-C
PART 2
DURASPARK II
IGNITION SYSTEM.
L.'
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected. .
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
Obtain the following test equipment or an equivalent:
NOTES
A spark plug with a broken side electrode is not sufficient to check for spark and may lead
to incorrect results.
All wire colors referred to in this part relate to the colors of the ignition module wires. When
working with a wiring harness, the wires must be trac~d back to the ignition module for
proper color identification.
When instructed to inspect a wiring harness, both a visual inspection and a continuity test
should be performed.
Part 2
IStart Circuits DS II
Test 1
1. Conn,ect spark tester between ignition coil wire Yes ~ GO to Part 2, Test 2.
and engine ground.
2. Crank engine using ignition switch. No ~ MEASURE resistance
of ignition coil wire.
3. Were sparks present? REPLACE if greater
than 7,000 ohms per
TO IGNITION COtL
foot.
INSPECT ignition'coil
for damage, carbon
tracking.
CRANK engine to
verify distributor
rotation. REFER to
Ignition/Engine Shop
Manual Group (Engine
Group for Compact
Truck) and SERVICE
as required.
GO to Part 2, Test 5.
IRun Circuits DS II
Part 2
Test 2
1. Turn ignition switch from OFF to RUN to OFF Yes ~ INSPECT distributor
position several times. capt adapter, rotor for
cracks, carbon tracking.
2. Spark should occur each time switch goes from
RUN to OFF position. CHECK for roll pin
securing armature to
3. Remove spark tester, reconnect coil wire to sleeve in distributor.
distributor cap.
4. Were sparks present? CHECK that ORANGE
and PURPLE wires not
crossed between
distributor and ignition
module.
No ~ GO to Part 2, Test 3.
. .
'
Part 2
IModule Voltage DS II
Test 3
IGNITION
SWITCH
IGNITION
MODULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
A6358-E
IBallast Resistor DS II
Part 2
Test 4
1. Separate and inspect ignition module two wire Yes ~ REPLACE ignition
connector with RED and WHITE wires. module.
IGNJTION
MODULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TOSJMPUFY
SCHEMAnc
1. Remove SPARK TESTER, reconnect coil wire to Yes .. Test result OK.
distributor cap.
2. If starter relay has I terminal, disconnect cable GO to Part 2, Test 6.
from starter relay to starter motor.
3. If starter relay does not have I terminal, No ~ REFER to vehicle
disconnect wire to S terminal of starter relay. wiring diagram.
4. Carefully insert small straight pins in RED and INSPECT wiring
WHITE module wires. harness and
connector(s) in faulty
f CAUTION! circuit(s).
Do not allow straight pins to contact electrical Damaged or worn
ground. ignition switch. REFER
5. Measure battery voltage. to Charging/Electrical
6. Following table below, measure voltage at points Shop Manual Group
listed with ignition switch in position shown. (Electrical Power
NOTE: Attach negative (-) YOM lead to Supply System Group
distributor base. Wiggle wires In wiring 14 for Compact Truck).
harness when measuring.
Radio interference
Wire/ Ignition Switch capacitor on ignition
Terminal Circuit Test Position coil.
Red Run Run
White Start Start
'Bat'
Ballast Resistor
Terminal Start
Bypass
Ignition Coil
_ TO IGNITION
SWITCH
TO BATIERY
A6361-C
_ _...
. .., TO DVOM
IGNITION
MODULE
NOTE:
WIRE SEQUENCE
AI3eO-D
Part 2
Ignition Coil Supply Voltage DS II
Test 6
IGNITION
SWITCH
IGNITION
MODULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
A8382.o
1. Separate ignition module four wire connector. Yes ~ Test result OK.
Inspect for dirt, corrosion, and damage.
GO to Part 2, Test 8.
2. Measure stator assembly and wiring harness
resistance between wiring harness terminals
No ~ GO to Part 2, Test 11.
mating with ORANGE and PURPLE module wires.
NOTE: Wiggle wires In wiring harness when
measuring.
3. Was the resistance 400 to 1,300 ohms?
r-----,...-S_.--+-----_
BALLAST REO
IGNITION RESISTOR
SWITCH WHITE
IGNITION
MODULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
A6363-D
1. Attach one VOM lead to distributor base. Yes ,~ TEST result OK.
2. Alternately measure resistance between wiring GO to Part 2, Test 9.
harness terminals mating with ORANGE and
PURPLE module wires and ground.
No ~ INSPECT wiring
3. Reconnect four wire connector. harness between
module connector and
4. Was the resistance greater than 70,000 ohms? distributor, including
distributor grommet.
,......--~S....---+--=BA':"':'"L':"'"':LA=ST=----,
RED
RESISTOR
IGNITION
SWITCH WHITE
IGNITION
MOOULE
GREEN
PURPLE NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
BLACK SCHEMATIC
I I
,--------- -------
DISTRIBUTOR
':- BASE
A&364D
1. Disconnect and inspect ignition coil connector Yes ~ Test result OK.
and coil wire.
GO to Part 2, Test 10.
2. Measure secondary resistance from SAT terminal
to high voltage terminal.
No ~ REPLACE ignition coil.
3. Reconnect ignition coil wire.
4. Was the resistance 7,700 to 10,500 ohms?
IGNITION
MOOULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
aLACK
ORANGE
A63I5-D
Part 2
IModule to Coil Wire DS II
Test to
1. Separate and inspect ignition module four wire Yes .. REPLACE ignition
connector and ignition coil connector from coil. module.
_---4' S. . .---+-.....
BA..-L--LA"""'ST---
RESISTOR
RED
IGNITION
SWITCH WHITE
IGNITION
MODULE
GREEN
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
DISTRIBUTOR
... BASE
A6366-D
Part 2
Distributor Stator Assembly DS II
Test 11
REO
WHITE
IGNITION MODULE
GREEN
PURPLE NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
BLACK TO SIMPLIFY SCHEMATIC
ORANGE
IGNITION
IIODUl.E
NOTE:
WIRE seQUENCE
HAS BEEN ARRANGED
TO SlIiIPUFY
SCHEMATIC
Part 2
Primary Circuit Continuity DS II
Test 13
1. Carefully insert small straight pin in module Yes ~ GO to Part 2, Test 14.
GREEN wire.
f CAUTION! No INSPECT wiring
harness and
Do not allow straight pin to contact electrical connectors between
ground. ignition module and
coil.
2. Attach negative (-) VOM lead to distributor
base.
3. Turn ignition switch to RUN position.
4. Measure voltage at GREEN module wire.
5. Turn ignition switch to OFF position.
6. Remove straight pin.
7. Was Yoltage greater than 1.5 Yolts?
RED
WHITE
IGNITION
MODULE
NOTE:
WIRE seQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCKEIIAnc
DISTRIBUTOR
BASE
Part 2
Ground Circuit Continuity DS II
Test 14
1. Carefully insert small straight pin in module Yes ~ GO to Part 2, Test 15.
BLACK wire.
i CAUTION I No ~ REPLACE ignition
module.
Do not allow straight pin to contact electrical
ground.
2. Attach negative (-) VOM lead to distributor
base.
3. Turn ignition switch to RUN position.
4. Measure voltage at BLACK wire.
5. Turn ignition switch to OFF position.
6. Remove straight pin.
7. Was voltage greater than 0.5 volts?
RED
WHITE
BAT
IGNITION
MODULE
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
DISTRIBUTOR
BASE
S
RED
IGNITION
R
SWITCH WHITE
S
IGNITION
MODULE
GREEN
NOTE:
WIRE SEQUENCE
HAS BEEN ARRANGED
TO SIMPLIFY
SCHEMATIC
BLACK
ORANGE
DISTRIBUTOR
BASE
A83720C
PART 2
TFI-IV
IGNITION SYSTEM
.. AND
TFI WITH COMPUTER
CONTROLLED DWELL
. (CCD)
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
Examine all wiring harnesses and connectors for insulation damage, and burned, overheated,
loose or broken conditions.
Check that the TFI module is securely fastened to the distributor base.
eQUIPMENT
NOTES
A spark plug with a broken side electrode is not sufficient to check for spark and may lead
to incorrect results.
When instructed to inspect a wiring harness, both a visual inspection and a continuity test
should be performed.
References to pin-in-line connector apply to a shorting bar type connector used to set base
timing.
This procedure is intended to identify faultY components or wiring while the fault is present.
If the complaint is of an intermittent condition, refer to Intermittent Diagnosis.
TFI-IV
Functional Schematic And
TFI-IV
With CCD
The TFI-IV system electrical schematic is shown below" For detailed information, refer to the
vehicle wiring diagram.
TO
------~ BATIERY
IGN
SWITCH
I I
(HALL EFFECT)
STATOR
+1
START-------------'
The TFI-IV with CCO system electrical schematic is shown below. For detailed information,
refer to the vehicle wiring diagram.
_ - - - -........ TO
BATTERY
IGN
SWITCH
(HALL EFFECT)
STA10R
t - - - - COIL ( T A C H } - - - - - - - - - - - - - ' 10
TFIIV t----PIP DISTRIBUTOR
MODULE t - - - - IGN GND TO CAP
SPOUT ~EEC
- ~~ SPOUT IN-LINE
FILTERED TACH OUTPUT (FTC) CONNECTOR
A9263-A
1. Connect spark tester between ignition coil wire Yes ~ Test result OK.
and engine ground.
INSPECT distributor
2. Crank engine. cap and rotor for
.damage/carbon
3. Turn ignition .switch to the OFF position.
tracking.
4. Was spark present?
If engine starts, GO
TO IGNITION COIL to Part 1, Test 2,
otherwise GO to Test
2.
CRANK engine to
verify distributor
rotation. Refer 'to
Ignition/Engine Shop
Manual Group (Engine
Group 3 for Compact
Truck) and SERVICE
as required.
GO to Test 4.
1. Place the transmission shift lever in the PARK Yes ~ Test result OK.
(A/T) or NEUTRAL (MIT) position and set the
parking brake. Problem is not in the
ignition system.
f CAUTION 1 RETURN to Diagnostic
Routines, Section 2, to
Failure to perform this step may result in the identify possible cause.
vehicle movi~g when the starter is subsequently
engaged during the test.
No GO to Test 3.
2. Disconnect wire at S terminal of starter relay.
3. Attach remote starter switch.
4. Turn ignition switch to the RUN position.
5. Crank the engine using remote starter switch.
6. Turn ignition switch to the OFF position.
7. Remove remote starter switch.
8. Reconnect wire to S terminal of starter relay.
9. Was spark present?
TO IGNITION COIL
TFI-IV Part 2
IWiring Harness And
TFI With CCD Test 3
1. Separate wiring harness connector from ignition Yes .. REPLACE TFI module.
module. Inspect for dirt, corrosion, and damage.
NOTE: .Push connector tabs to separate. No .. INSPECT for faults in
2. Verify that the wire to the S terminal of starter wiring harness and
relay is disconnected. connectors.
3. Attach negative (-) VOM lead to distributor
base. REFER to vehicle
wiring diagram for
4. Measure battery voltage. appropriate circuit.
5. Following the appropriate table below, measure
connector terminal voltage by attaching VOM to Damaged or worn
small ~traight pin inserted into connector terminal ignition switch. REFER
and turning ignition switch to position shown. to Charging/Electrical
Shop Manual (Electrical
i ~~UTION I Power Supply System
Do not allow straight pin to contact electrical Group for Compact
ground. Truck).
~-!-_ _ IGNITIONMODULE
CONNECTOR
TERMINAL
NO.1 A9445-A
IStator - TFI
TFI-IV
And
TFI With CCD
Part 2
Test 4
IStator - TFI-IV
TFIWith CCD
TFI-IV
And
Part 2
Test 5
1. Remove the distributor from the engine and the Yes ~ Replace stator.
TFI module from the distributor.
2. Measure resistance between TFI module terminals No ~ Replace TFI.
as shown below.
Measure Between Resistance
These Terminals Should Be
GND-PIP In Greater than 500 Ohms
PIP PWR - PIP IN Less than 2K Ohms
PIP PWR - TFI PWR Less than 200 Ohms
GND-IGN GND Less than 2 Ohms
PIP In-PIP Less than 200 Ohms
HMMETER
CD
PIP
All"'~I.6.'I '_==.=&Jr---(~ SPOUT
START
TFI PWR
TACH (10M)
. 1 IGN GNO
At440-8
TFI-IV
Part 2
ITFI Module And
TFI-IV
With CCD Test 6
.
.
1. Use status of Tach light from Test 4. Yes GO to Test 7.
2. Did the Tach light blink?
No REPLACE TFI module
and CHECK for spark
using the method
described in Test 1. If
spark was not present
REPLACE the coil also.
1. Disconnect ignition coil connector. Inspect for dirt, Yes ~ MEASURE resistance
corrosion and damage. of the ignition coil wire
(from vehicle).
2. Connect the ignition coil connector to a known REPLACE if greater
good ignition coil. than 7,000 ohms per
foot.
3. Connect one end of a known good secondary
wire to the spark tester. Connect the other end If OK, REPLACE
to the known good ignition coil. ignition coil.
i CAUTION!
No ~ RECONNECT coil
DO NOT HOLD THE COIL while performing this connector to the
test. Dangerous voltages may be present on the vehicle coil and spark
metal laminations as well as the high voltage tester to vehicle
tower. .secondary wire and GO
to Test 8.
4. Crank engine.
5. Turn ignition switch to OFF position.
6. Was spark present?
I-=-o=""'_ _ SPARK
ENGINE _ _~ ~ ~::!!:Ii~=s' TESTER
GROUND
A9262-A
TFI-IV
Part 2
IEEC-IV - TFI-IV
And
TFI-IV Test 8
With CCD
AIOZ5-C
TFI-IV
And Part 2
.Ignitio~ Coil Supply Voltage TFI-IV
With CCD Test 9
~
.".I0"
\--LJ
v
A6392B
Part 2
IWiring Harness TFI-IV
Test 10
1. Separate wiring harness connector from ignition Yes ~ INSPECT for faults in
module. Inspect for dirt, corrosion, and damage. wiring between the coil
NOTE: Push connector tabs to separate. and TFI module
terminal No. 2 or any
2. Disconnect the wire at S terminal of starter relay. additional wiring or
3. Attach negative (-) VOM lead to distributor components connected
base. tq that circuit.
4. Measure battery voltage.
5. Following the appropriate table below, measure REFER to vehicle
connector terminal voltage by attaching VOM to wiring diagram.
small straight pin inserted into connector terminal
and turning ignition switqh to position shown. No ~ INSPECT for faults in
i CAUTION! wiring harness and
connectors.
Do not allow straight pin to contact electrical
ground. REFER to vehicle
wiring diagram for
TFI without CCO appropriate circuit.
Connector Ignition Switch
Terminal Wire/Circuit Test Position Damaged or worn
Run Circuit
ignition switch. REFER
#3 Run and Start
to Charging/Electrical
#4 Start Circuit Start Shop Manual Group
(Electrical Power
TFI with CCO Supply System Group
Connector Ignition Switch
for Compact Truck).
Terminal Wire/Circuit Test Position
#3 Run Circuit Run and Start
CD v ~-!-_ _ JGNITJONMODULE
CONNECTOR
A9445-A
. PART 2
TFI-IV
CLOSED BOWL
DISTRIBUTOR
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
Examine all wiring harnesses and connectors for insulation damage. and burned. overheated.
loose. or broken conditions.
EQUIPMENT
NOTES
A spark plug with a broken side electrode is not sufficient to check for spark and may lead
to incorrect results.
When instructed to inspect a wiring harness. both a visual inspection and a continuity test
should be performed.
References to pin-in-line connector apply to shorting bar type connector used to set base
timing.
This procedure is intended to identify faulty components or wiring while the fault is present.
If the complaint is of an intermittent condition refer to Intermittent Diagnosis.
TFI-IV
Functional Schematic Closed Bowl
Distributor
The TFI-IV Closed Bowl Distributor system electrical schematic is shown below. For detailed
information, refer to the vehicle wiring diagram.
- ~TO
I ' BATTERY
..... I IGN
P) {9 SWITCH
START
L,J
PWR PWR
..... ~
I"-
IGN
TFI
COIL
~
COIL
-+ TO
OIST CAP
OIST
GNO
PIP-B
SHIELD
GNO
,
..
~
"'-- ~ SHIELD
,if , If ,if
TOEEC A9442-A
1. Connect spark tester between ignition coil wire Yes ~ Test result OK.
and .engine ground. INSPECT distributor
cap and rotor for
2. Crank engine. damage/carbon
tracking.
3. Was spark present?
If engine starts, GO to
Part 1, otherwise GO
to Test 2.
GO to Test 4.
TO IGNITION COIL
TO IGNITION COIL
TFI-IV Part 2
IWiring Harness Closed Bowl
Distributor Test 3
1. Separate wiring harness connector from ignition Yes ~ REPLACE the TFI
module. Inspect for dirt, corrosion, and damage. module.
NOTE: Push connector tabs to separate.
2. Disconnect wire at S terminal of starter relay. No ~ INSPECT for faults in
3. Attach negative (-) VOM lead to distributor wiring harness and
base. connectors. REFER to
vehicle wiring diagram
4. Measure battery voltage. for appropriate circuit.
5. Following table below, measure connector
terminal voltage by attaching VOM to small Damaged or worn
straight pin inserted into connector terminal and ignition switch. REFER
turning ignition switch to position shown. to Charging/Electrical
f CAUTION! Shop Manual Group
(Electrical Power
Do not allow straight pin to contact electrical Supply System Group
. ground. for Compact Truck).
Connector Ignition Switch
Terminal Wire/Circuit Test Position
#3 Run Circuit Run and Start
#4 Start Circuit Start
..,~~_ _ IGNITIONMODULE
CONNECTOR
TERMINAL
NO.1 A9445-A
TFI-IV Part 2
IStator . Closed Bowl
Distributor Test 4
TERMINAL NO.
2-++-....,..-+tIIPC:X
3-.w-.........-\-tIKX
4--\40~~~
STATOR
CONNECTOR
A11801-A
TFI-IV Part 2
IStator Closed Bowl
Distributor Test 5
TERMINAL NO.
. 1--#-.~IIRJV~~~~""~
2 -...,....,....POIfa.. DISTRIBUTOR
BASE
STATOR
CONNECTOR A11.1G-A
_C_IO_~_~d_I-_I~_O_W_I---J
p a rt 2
'--s_t_at_o_r --'I. _ ___ 6
I_ Distributor _Test
L--. L-- ---1
1. Place the transmission shift lever in the PARK Yes ~ RECONNECT harness
(A/T) or NEUTRAL (MIT) position and set the connectors to TFI
parking brake. module and distributor,
then GO to Test 7.
f CAUTION!
Failure to perform this step may result in the No ~ REPLACE the stator.
vehicle moving when the starter is subsequently
engaged during the test.
2. Disconnect the harness connector from the T.FI
module and connect the TFI-IV tester to the
stator and TFI module.
3. Connect the red lead from the tester to the
positive (+) side of the battery.
4. Disconnect the wire at the S terminal of the
starter relay, and attach remote starter switch.
5. Crank the engine using the remote starter switch
and note the status of the two LED lights. ;
TFI-IV Part 2
ITFI Module Closed Bowl
Distributor Test 7
1. Disconnect ignition coil connector. Inspect for dirt, Yes ~ MEASURE resistance
corrosion and damage. of the ignition coil wire
(from vehicle), if
2. Connect the ignition coil connector to a known greater than 7,000
good ignition coil. ohms per foot. If OK,
REPLACE ignition coil.
3. Connect one end of a known good secondary
wire to the spark tester. Connect the other end
to the known good ignition coil. No ~ RECONNECT coil
connector to the
i CAUTION! vehicle coil and spark
tester to vehicle
DO NOT HOLD THE COIL while performing this secondary wire and GO
test. Dangerous voltages may be present on the to Test 9.
metal laminations as well as the high voltage
tower.
4. Crank engine.
5. Turn ignition switch to OFF position.
6. Was spark present?
~=""_ SPARK .
ENGINE ~::!!i::IIii~~ TESTER
GROUND--""~
A9262-A
TFI-IV Part 2
IEEC-IV - Wiring Closed Bowl
Distributor Test 9
1. Disconnect the in-line connector near the TFI Yes ~ Check PIP-A and IGN
module. GND signal wires for
continuity to EEC.
2. Crank the engine. SERVICE as necessary.
3. Was spark present?
If OK, GO to EEC-IV
Diagnostics.
No ~ GO to Test 10.
TO IGNITION COIL
......--M-- 2
7 --+1--4l+-...( """--f+-- 3
TERMINAL
8--I!!!!!!!~-l """"'+--4
NO.1 HARNESS CONNECTOR
TO TFI MODULE HARNESS
CONNECTOR 1.11114-1.
TFI-IV Part 2
Ignition Coil Supply Voltage Closed Bowl
Distributor Test 11
1. Attach negative (-) YOM lead to distributor Yes ~ INSPECT ignition coil
base. harness connector for
dirt, corrosion, and
2. Measure battery voltage. damage.
3. Turn ignition switch to RUN position.
INSPECT ignition coil
4. Measure voltage at positive (+) terminal of terminals for dirt,
ignition coil. corrosion, and damage.
5. Turn ignition switch to OFF position. GO to Test 12.
6. Was the voltage at coil positive terminal at
least 90 percent of battery voltage? No ~ INSPECT and SERVICE
wiring between ignition
coil and ignition switch.
REFER to vehicle
wiring diagram.
Worn or damaged
ignition switch. REFER
to Charging/Electrical
Shop Manual Group
(Electrical Power
Supply System Group
for Compact Truck).
TFI-IV Part 2
ITFI Supply Voltage - Closed Bowl
Distributor Test 12
~~ _ _ IGNITION MODULE
CONNECTOR
A9445-A
TFI-IV Part 2
Stator Supply Voltage Closed Bowl
Distributor Test 13
5----M;:r
6--~""""'-"{ ).4--M---2
7 ---+I~+-"( w-~--3
DISTRIBUTOR
8 - -....~..c lo+.~--4 BASE
HARNESS
CONNECTOR
A11612A
TFI-IV Part 2
IWiring Harness . Closed Bowl
Distributor Test 14
1. Reconnect the wiring harness connector to the Yes ~ INSPECT for faults in
distributor. wiring between the coil
and TFI module
2. Measure resistance between the distributor base terminal No.2 or any
and terminal No. 1 of the harness connector at additional wiring or
the ignition module. components connected
to that circuit.
3. Is the resistance less than 1 ohm?
REFER to vehicle
wiring diagram.
CD
_v + IGNITION MODULE
CONNECTOR
A9448-A
INTERMITTENT
. DIAGNOSIS
PROCEDURE
NOTES
This procedure begins with an owner complaint that the engine stops at unexpected times
but can be restarted. In situations like this there are two things that are very important. The
technician must obtain as much information directly from the owner about the conditions
under which the problem occurs, and the service history of the vehicle must be thoroughly
reviewed to avoid repeat replacement of good components. For example, replacing a stator
assembly a second time will not correct a problem if the problem is actually in another area.
Two testers are available for assistance with intermittent. diagnosis. Rotunda Ignition
System Tester D80L-50-BIT is used to diagnose problems in the primary circuit of the
Duraspark ignition systems. It provides a means to direct the technician to a specific area in
the primary circuit. Rotunda Ignition System Tester 007-00008 provides a quick means of
separating primary ignition system problems from fuel, carburetion, EGA or other system
problems causing similar vehicle symptoms. It can' be used on most ignition systems. It will
detect any primary ignition system problem, but it is. particularly useful in detection of
intermittent problems.
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and se~urely _connected. .
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
Intermittent Diagnosis
STEP 1 \
STEP 2.\
STEP 3 \
No ~ GO to Step 4.
STEP 4 I
Will engine start? . Yes ~ GO to Step 5.
No ~ GO to Ignition System
Diagnostic Procedure,
Part 2, Test 1 for
engine ignition system
(Duraspark II, or
TFI-IV).
STEP 5 \
Engine at idle, raise hood, shake wiring harness Yes ~ SERVICE wiring
and pull wires at connectors for ignition harness or connector.
components.
Does engine quit? No ~ GO to Step 6.
STEP 6 \
Engine at idle, close hood, AIC On, blower on Yes ~ GO to Step 10.
medium speed: allow engine to run for 15
minutes. No ~ GO to Step 7.
Does engine quit?
I : Intermittent Diagnosis
TEST STEP RESULT ~ ACTION TO TAKE
STEP 7 1
Engine off, hood closed, hot soak for 10 minutes. Yes ~ GO to Step 8.
Will engine restart?
, No ~ GO to Ignition System
'. Diagnostic Procedure,
Part 2, Test '1 for
engine ignition system
(Duraspark II, or
TFI-IV).
STEP 8 I
Engine at idle~ raise hood, shake wiring harness Yes ~ SERVICE wiring
and pull wires at connectors for ignition harness or connector.
components.
Does engine quit? No ~ GO to Step 9.
STEP 91
Road test. Yes ~ GO to Step 10.
Does engine quit?
No ~ Test complete.
(Problem not
duplicated).
STEP 10 I
.' Raise hood, shake wiring harness, pull wires at Yes ~ SERVICE wiring
connectors, separate and reconnect connectors for harness or connector.
ignition components. .
. No ~ GO to Ignition System
Does engine start?
Diagnostic Procedure,
Part 2, Test 1 for
engine ignition system
(Duraspark II, or TFI-
IV).
IGNITION SYSTEM
DIAGNOSTIC
PROCEDURE
(DIS)
2.3L EFI TRUCK
(DUAL PLUG)
NOTE: Start all diagnostics with Section 14 (EEC-IV Quick T~st) first. The tests in this
Section are dependent on results from tests conducted in Section 14.
Subject Page
Preliminary Checkout, Equipment and Notes : : 13-78
DIS Diagnostic Cable ; 13-79
2.3L EFI Truck (Dual Plug) DIS Module and Pin-Out 13-80
2.3L EFI Truck (Dual Plug) DIS Wiring Schematic , 13-81
DIS Schematic and Breakout Box Overlay Acronyms ~ 13-82 .
Crankshaft Sensor Description 13-83
2.3L EFI Truck (Dual Plug)' DIS System Descriptio~ 13-84
2.3L EFI Truck (Dual Plug) DIS Block Diagram - 13-85
2.3L EFI Truck (Dual Plug) DIS Waveforms 1~-86
2.3L EFI Truck (Dual Plug) DIS Component Location 13-87
2.3L EFI Truck (Dual 'Plug) DIS. ~inpoint Test qiagnostics 13-88
'f
, ,"
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly and securely connected.
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
damaged pins, loose or broken conditions. Check sensor shield connector. Make sure DIS
module mounting screws are tight.
Be certain the battery is fully charged.
All accessories should be off during diagnosis.
EQUIPMENT (Required)
Obtain the following test equipment or an equivalent:
DIS Diagnostic Cable (Rotunda 007-00044) (refer to Figure 1).
Spark Tester, Neon bulb type (Special Service Tool D89P-6666-A).
Volt/Ohm Meter (Rotunda 014-00407 or equivalent).
Remote starter switch.
EEC-IV breakout box (Rotunda T83L-50-EEC-IV).
Spark Tester, Gap type (Special Service Tool D81 P-6666-A). A spark plug with a broken
side electrode is not sufficient to check for spark and may lead to incorrect results.
Inductive Timing Light (Rotunda 059-00006). Do not use "advance knob" if timing light has
one (it will not work correctly with DIS Ignition Systems).
EQUIPMENT (Recommended)
Dis Module Tester (DMT) Rotunda 007-00071. This tester contains 12 LEOS, 12 Test Jacks
and a built-in interface cable that allows the tester to monitor all DIS module signals.
DIS Coil/Sensor Tester (CSn Rotunda 007-00072. This tester is similar to the DIS Module
Tester (DMT) except it allows monitoring of signals at the sensor and coils.
LED test lamp. A 12 volt test lamp should not be used to test circuit signals. It will load the
circuit and may cause erroneous measurements or improper DIS/EEC-IV operation. (ie.,
engine stall).
NOTES
When making measurements on a wiring harness, both a visual inspection and a continuity
test should be performed. Inspect the connector pins for damage (corrosion, bent or spread
pins, etc.) when directed to remove a connector.
Spark timing adjustments are not possible.
When making voltage checks a GROUND reading means any value within a range of 0 to 1
volt. Also BAT+ readings mean any value that falls within a range of BAT+ to 2 volts less
than BAT+.
When making voltage checks and a reference to ground is made use either the negative
battery lead or cast iron on the engine. BAT + means the positive battery cable at the
battery.
When using the spark plug firing indicator, place the grooved end as close as possible to
the plug boot. Very weak flashing may be caused by a fouled plug.
DIS MODULE
2.3L LEFT
COIL PACK
(NOT USED) .
WARNING: DO NOT
CONNECT EEC PROCESSOR
TO THIS CONNECTOR.
BREAKOUT
BOX
A12776C
I"'UI"'~/\)-
0
~
o...
0
03:
Ci5
:D
0
t
UP -NOTE: PIN 7 (IGN GND) IS CONNECTED INTERNAllY
~ TO THE TWO LEFT SIDE .
DIS MODULE MOUNTING HCLES.
:!l WHEN THE DIS MODULE IS BOLTED
TO THE INTAKE MANIFOLD PIN 7
o. 1 0 IS GROUNDED. THIS IS THE
-/ SOURCE OF IGND.
I
:....,C<D5:::;;S
0
A12777B
Figure 2 2.3L EFI Truck (Dual Plug) DIS Module and Pin-Out
0
CD
a.
c.,
CD
(I)
~ (RC1D)
C
~
-..;;..
S2
(RC2D)
(LC4D) ....
s:
S
::J-
a.
C/)
;E
~.
(LC3D)
6 16
v
U u
(") 6 16
C\I
U
...
U
....C
~
C
iii"
cc
::J
o
5 do do f;. !f. tQ (I)
ea SPOUT IN-LINE in
"""'"
C/)
g.
(I)
~
PINS 1-6 ' CONNECTOR
____________
DISMODULE~
PINS T-12
...0
(I}
~
~
....
O~."""-------------------------------~~:!...--"'---_.s!..~~--.:J
BAT +-<5
.......
EEC POWER
RELAY SPARK PLUG PACK
LEFT COIL I
RIGHT COIL PACK
:s
LCOIL3:3
LVBAT
c 4'
...
C~3
~4
RCOIL1:=3
RVBAT .
C~:
c+ ~3
tQ
(I}
n
LCOIL4 _ ~2 RCOIL2 _ ~ 2 :r
ft)
LEFT SIDE COIL
....w
m
....
1382 Ignition Systems, Timing Procedures and Diagnosis
There is a logic to the names on the Schematic and Overlays for the DIS DIAGNOSTIC
HARNESS that will help you.
DIS Acronyms
PIP Profile Ignition Pickup (Crankshaft Sensor signal).
OPI Dual Plug Inhibit (High - Right Plugs fire; Low - Both Sides fire).
RC1, RC2 Right Coil Drive (For Coils 1 and 2 right side of engine).
LC1, LC2 -Left Coil Drive (For Coils 1 and 2 left side of engine).
Overlay Designators .
On the Schematic and Overlays, each of these signals is identified along with a suffix letter
that tells you where the measurement is being taken. The key to thes~ letters is:
Prefix "J" is a breakout box jack.
Suffix "EEC" is at the signal source (the sensor) except PIPEEC which
comes from the DIS Module.
Suffix "C" is at the coil.
A couple of examples:
RCID means Right Coil, number "1", at the DIS Module
Terminal.
The Dual Hall crankshaft sensor contains two Hall digital output devices (PIP, CID) in one
package. The sensor is located on a' bracket mounted near the crankshaft damper.
Two rotary vane cups (or wheels) are mounted on the damper and are used to trigger the
Hall sensors. The vane cups are made of ferrous metal. When the window of a cup is in the
air gap between the Hall device and the' permanent magnet, a magnetic flux fiela is completed
from the magnet through the Hall device and back to the magnet. This condition results in a
low (0 volt) output signal (Figure 4). As the crankshaft turns, a tooth' on the cup will move.
into the air gap. The magnet field will be shunted by the tooth (Figure 5) preventing it from
reaching the hall device and the output signal will change from a low to a high (VBAT).
The PIP cup has two teeth resulting in two positive going edges each revolution of the
crankshaft, and the CID cup has one tooth and generates one positive edge revolution of the
crankshaft. CID is used by the DIS module to enable it to select the proper coil to fire. The
EEC IV processor tells the DIS module when to fire but the DIS module has to select one of
the two coils based on CID signal (which two of four coils if in the OPI mode).
PERMANENT
MAGNET . HAll
EFFECT
HAll EFFECT DEVICE
DEVICE
VANE
OUTPUT = 0 VOLTS A927G-A OUTPUT = V BATTERY A12779-A
The 2.3L EFI Truck (Dual Plug) Distributorless Ignition System (DIS) (refer to Figure 6) consists
of a crankshaft mounted Dual Hall Sensor, two 4-tower DIS coil packs, and a DIS ignition
module.
The DIS eliminates the need for a distributor by using multiple ignition coils. Each coil fires
two spark plugs at the same time. The plugs are paired so that as one fires during the
compression cycle the other fires during the exhaust stroke. The next time. the coil is fired, the
plug that was on exhaust will be on compression and the one that was on compression will
be on exhaust (the spark in the exhaust cylinder is wasted but little of the coil energy is lost).
Two coils are mounted together in a coil pack". Each coil pack has two tach wires, one for
II
each coil. Since there are two plugs per cylinder, two coil packs are required. One is called
the Right Coil Pack (on right side of engine) and the other, the Left Coil Pack (left side). The
Right Coil Pack and plugs operate continuously but the Left Coil Pack and plugs may be
switched on or off by the EEC-IV processor. The EEC-IV processor computes the spark angle
and dwell for the ignition system.
The Crankshaft Sensor is a dual digital output Hall device that responds to two rotating
metallic shutters mounted together on the crankshaft. The PIP output is a 50 percent duty
cycle signal that provides base spark timing information. The other signal (CID) is required so
that the DIS module "knows" which coil to fire. CID is high (VBAT) half of the crank
revolution (180 degrees) and low (0 volts) for the other (refer to Figure 7).
The EEC-IV processor determines spark angle using the PIP signal to establish base timing.
Spout is sent from the EEC-IV processor to the DIS module and serves two purposes; the
leading edge fires the coil and the trailing edge controls the dwell time. This feature is called
. CCD or computer controlled dwell.
The Ignition Diagnostic Monitor (IDM) is an output from the DIS module to the EEC-IV
processor Module that provides diagnostic information about the ignition system for Self-Test.
Dual Plug Inhibit (DPI) allows the EEC-IV processor to switch the ignition system from single
to dual plug operation.
During crank the vehicle is in the single plug mode (only the plugs on the right side of the
engine are firing). The EEC-IV processor sends a command to the DIS module to switch to
the Dual plug mode (both plugs in each cylinder are firing) when the engine has started.
If the CID circuit fails, the DIS module will randomly select one of the two coils to fire. If hard
starting results, turning the key off and then cranking again will result in another guess."
II
Several attempts may be needed until the proper coil is selected, allowing the vehicle to be
started and driven 'until repairs can be made. The Failure Mode Effects Management (FMEM)
system will keep the vehicle drivable in the event of EEC-IV system or ignition failures that
would otherwise prevent spark angle or dwell commands. The EEC-IV processor opens the
SPOUT line and the DIS module fires the coils directly from the PIP output. This results in a
fixed spark angle of 10 degrees and fixed dwell.
The 2.3L EFI (Dual Plug) DIS component locations are shown in Figure 8.
SENSORS
10 0 ATDC
RIGHT
DIS COIL PACK
1 BAT
DIS 4
2 CID MODULE 3
ASSY 2
1
4
3
2
i + 12V
BAT
ENGINE
IGNSW
EEC-IV PWR RELAY
TO TACH ....---4~. ..~---VBAT- - - - - - 4 .......- -. .
56 4 36 32 16
ll.
a:::
a:::
o az
0
EEC-IV
PROCESSOR
A12781C
Figure 6 2.3L EFI Truck (Dual Plug) Distributorless Ignition System (DIS)
riming Diagram
roc TOC
~
PIP L
360CRANKDEGREES"':
----
I .
:j~:r..:.aTDC J.9o~'" I:
. I II~~I_-
CID ~1800 -----1.... 1800 ~
~. '..__ 055 ALLOWED
SPOUT
It+ 900~.
I 900 I
I FiRE FiRE
g:~RENT : : n/CYL1AND4 rVCYL1AND4
(PINS 8 AND 11) I I .
I I I I
COIL I I FIRE CYL I FIRE CYL
CURRENT ; rI~_2_A_N.D_3_ _I_ _ rJ~__2_A_ND_3 _
(PINS9AND10)"'y L / C-
. I I I I
10M SHOWN I I I
2-SPARK MODE.' I '...-_
DPI- 0
A12782B
GROUND SHELD
CONNECTOR
DUAL HALL
/
CRANKSHAFT SENSOR
A 12 volt Test Lamp should not be used to test circuit signals. It will load the circuit
and may cause erroneous measurements or improper DIS/EEC-IV operati~ns (ie. Engine
stall).
INote I
Use a VOM or the LED test lamp circuit (Figure 1) in the following Pinpoint Test
Procedures. The LED Test Lamp is more convenient and faster to use.
If a VOM is used, correct Test Lead Polarity must be followed. The red lead is (+) positive
and' the black lead is (-) negative.
-
To check PIP or CID, the engine is "Bumped" with the starter while watching the voltmeter.
Both the CID and PIP signals are digital and should switch between VBAT and ground as
the engine turns. To see the signal change. using the VOM, the engine must be turned in
very short bursts.
:
LED 1
R1 1-----'
~
LED 1 RADIO SHACK 276-012 DUAL LED
Figure 1
o'
.
Refer to Section 14 and perform EEC-IV Quick Yes ~ SERVICE any EEC-IV
Test. code first. If still no
start, GO to IA21 .
Are 'any service codes (KOEO, KOER or
Continuous Memory) present?
No ~ GO to IA21.
Check spark plug wires for insulation damage, Yes ~ REINSTALL the PI~
looseness, shorting or other damage. and wires. GO to A7 .
Remove and check spark plugs for damage, wear,
carbon deposits and proper plug gap. No ~ SERVICE or REPLACE
Are .the spark plugs and wires OK? the damaged part, then
RERUN Quick Test. .
A7 I CHECK DIS MODULE VBAT
Check' DIS module mounting screws for corrosion Yes ~ REPLACE DIS module
or looseness. and RERUN Quick
Test.
Are the mounting screws clean and tight?
Connect LED test lamp between (+) J26 (VBAT Yes ~ GO to IA131.
R) and (-) J60 (BAT - ).
Is LED test lamp on? No ~ CHECK connectors,
SERVICE or REPLACE
the harness. RERUN
Quick Test.
Connect LED test lamp between (+) J23 (RC1 C) Yes ~ One or both coil wires
and (-) J60 (BAT -). are shorted to VBAT.
Connect LED test lamp between (+) J24 (RC2C) Service connectors and
and (-) J60 (BAT - ). harness. RERUN Quick
Test.
Was LED test lamp on both times?
"
No ~ REPLACE right coil
pack and RERUN
Quick Test.
Connect LED test lamp between (+) J32 (PIP D) Yes ~ GO to IA1SI.
and (-) J60 (SAT - ).
Crank engine. No ~ GO to IA191.
Does LED test lamp blink continuously during
crank?
.
.
Connect LED test lamp between each of the two Yes .GO to IA161 ..
pairs of test points given below. Crank the engine
each time. See if LED test lamp blinks No REPLACE the DIS
continuously during crank.
module and RERUN
Check between (+) J 18 (RC1 D) and (-) J60 Quick Test.
(BAT -).
Check between (+) J10 (RC2D) and (-) J60
(BAT -).
Does LED test lamp I;link each time?
~
.
.
Connect LED test lamp between (+) J26 (BAT R) Yes GO to IA171.
and (-) J60 (BAT - ).
Is LED test lamp on? No CHECK connectors,
SERVICE or REPLACE
the harness. RERUN
Quick Test.
~ GO to IA181.
.
Connect LED test lamp between each of the two Yes
test point pairs listed below.
Check to see if LED test lamp is on or off at No One or both coil wires
each step. shorted to ground. Coil
pack may be damaged.
Check between (+) J23 (RC1 C) and (-) J60
CHECK connectors,
(BAT -).
SERVICE or REPLACE
Check between (+) J24 (RC2C) and (-) J60 the harness. RERUN
(BAT -). Quick Test.
Was LED test lamp on in both steps?
I CHECK
A18 RIGHT COIL CIRCUIT
.
I
Quick Test.
Did LED test lamp blink continuously during
crank?
No. One or both coil wires
are open. CHECK
connectors, SERVICE
or REPLACE the
harness. RERUN Quick
Test.
Connect LED Test Lamp between (+) J33- (PIP S) Yes ~ - PIP is shorted to VBAT
and (-) J60 (BAT - ). between the sensor
and DIS module.
Is LED test lamp on? CHECK connectors,
SERVICE or REPLACE
the harness. RERUN
Quick Test.
No ~ GO to IA2S/.
Does the crankshaft vane move through the Yes ~ REPLACE crankshaft
sensor air gap when the engine is cranked? sensor and RERUN
Quick- Test.
.
No ~ Refer to Shop Manual,
Compact Truck Group
03.
TEST STEP
Connect LED test lamp between (-) J31 (PIP Yes ~ PIP EEC is shorted to
EEC) and (+) J57 (BAT+). ground. CHECK
connectors, SERVICE
Is LED test lamp on? or REPLACE the
harness. RERUN Quick
Test.
Connect the LED test lamp between (+) J51 (CID Yes ~ CID is shorted to
D) and (-) J60 (BAT - ). VBAT. CHECK
Is the LED test lamp on? connectors, SERVICE
or REPLACE the
harness. RERUN Quick
Test.
No ~ GO to 1871.
Does the CID vane move through the. sensor Yes ~ REPLACE crank sensor
air gap when the engine is cranked or and RERUN Quick
running? Test.
No ~ REFER to Shop
Manual Compact Truck
Group 03.
Connect LED test lamp between (+) J4 (10M) and Yes ~ IDM OK at DIS
( -) J60 (BAT - ). module. REPLACE
processor. RERUN
Start engine. . Quick Test.
Does LED test lamp blink continuously?
No ~ GO to 18121.
No
GO to 18131.
TEST STEP
Key off.
Disconnect HEGO sensor.
Yes
IDM is shorted to
ground between the
DIS module and
processor. CHECK
Disconnect diagnostic cable connector from DIS
connectors, SERVICE
module (Pins 7-12).
or REPLACE harness.
Is resistance between J4 (10M) and J60 RERUN Quick Test.
(BAT -) less than 10K ohms?
No
REPLACE the DIS
module and RERUN
Quick Test.
C4 I
ISOLATE EEC-IV PROCESSOR FROM 10M
CIRCUIT
No ~ GO to Icsl.
Check left spark plug wires for insulation damage, Yes ~ REINSTALL the plugs
looseness, shorting or other damage. and RECONNECT the
;
plug wires.
Remove and check left spark plugs for damage, GO to 1051.
wear, carbon deposits and proper air gap.
,
Are the spark plugs and wires OK? No ~ REPLACE or SERVICE
the damaged
component and
RERUN Quick Test.
~
..
,
E6 110M OPEN - CHECK DIS MODULE 10M
OUTPUT
Key off.
Disconnect EEC-IV processor.
Yes
REPLACE processor.
.RERUN Quick Test.
Crank engine.
Does LED test lamp blink continuously?
No
GO to IE91.
No ~ GO to IE101.
Install diagnostic cable.
Disconnect diagnostic cable connector from DIS No DPI is open betw~en
module (Pins 1-6) the DIS module and
the processor. CHECK
Connect diagnostic cable to breakout box. connectors, SERVICE
Use 2.3L overlay. or REPLACE the
harness. RERUN Quick
Disconnect EEC-IV processor. . Test.
Is resistance between Test Pin 32 (DPI) at the
EEC-IV vehicle harness connector and J54
(DPI) less than 5 ohms?
Is resistance between J54 (DPI) and J57 Yes ~ OPI is shorted to VBAT
(BAT+) less than 10K ohms? between the DIS
module and processor.
CHECK connectors,
SERVICE or REPLAC~
the harness. RERUN
,
Quick Test. .
No ~ GO to IE131.
Connect a jumper between J54 (OPt) and J60 Yes ~ REPLACE processor.
(BAT -) RERUN Quick Test.
i ~AUTION 1
No. ~ REPLACE DIS module.
Do not jumper J54 to VBAT+ or BAT+ or th~ RERUN Quick Test.
DPI circuit in the EEC-IV processor will be
damaged.
Start the engine.
Is there spark at any left plug wire?
, .
PRELIMINARY NOTES
The engine analyzer is used to diagnose problems in the secondary side of the ignition
system.
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly routed and securely connected.
. .
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
,
Wide spark plug
gaps - all cylinders
(usually from worn
electrodes due to high
mileage).
.
,~
5
, 3 4 2
CYLINDER A12752A
0-
.
~ O'
l Lc
~ Open plug wire(s).
5
1 3 4 2
CYLINDER A12751-A
..
..
H1 I
Talk to owner. ~ Symptoms.
H2 1
Review vehicle service history. ~ Number of previous
REPAIRS and
components
REPLACED.
H3 1
Will engine start? Yes ~ GO to Step IH41.
No ~ GO to Step IA11.
H4 TSHAKE TEST
Engine at idle, Raise hood, Shake wiring harness Yes ~ SERVICE wiring
and Pull wires at connectors for ignition harness or connector.
components. CHECK DIS Mounting
Does engine quit? Bolts.
No ~ GO to Step IHsi .
H5 I TEMPERATURE CHECK
Engine at idle, close hood, AIC ON, blower on Yes ~ GO to Step IH91 .
medium speed. Allow engine to run for 15
minutes.
No ~ GO to Step IH61 .
Does engine quit?
Engine off, Hood closed, hot soak for 10 minutes. Yes ~ GO to Step IH71 .
Will engine restart?
No ~ GO to Step IA11.
H8 I ROAD CHECK
Raise hood, Shake wiring harness, Pull wires. at Yes ~ SERVICE wiring
connectors, Separate and Reconnect connectors harness or connector.
for ignition components.
Does engine quit?
No ~ GO to Step IA11.
IGNITION SYSTEM
DIAGNOSTIC
PROCEDURE
(DIS)
3.0L SEFI SHO AND
3.8L SEFI
SUPERCHARGED
NOTE: Start all diagnostics with Section 14 (EEC-IV Quick Test) first. The tests in this
section are dependent on results from tests conducted in Section 14.
Subject Page
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly and securely connected.
Examine all wiring harnesses and connectors for insulation. damage, burned, overheated,
damaged pins, loose or broken conditions. Check sensor shield connector. Make sure DIS
module mounting screws are tight.
Be certain the battery is fully charged.
All accessories should be off during diagnosis.
EQUIPMENT (Required)
Obtain the following test equipment or an equivalent:
DIS Diagnostic Cable (Rotunda 007-00044) (refer to Figure 1).
Spark Tester, Neon bulb type Special Service Tool (D89P-6666-A).
Volt/Ohm Meter (Rotunda 014-00407 or equivalent).
Remote starter switch.
EEC-IV breakout box (Rotunda T83L-50-EEC-IV).
Spark Tester, Gap type (Special Service Tool D81 P-6666-A). A spark plug with a broken
side electrode is not sufficient to check for spark and may lead to incorrect results.
Inductive Timing Light (Rotunda 059-00006 or equivalent). Do not use "advance knob" if
timing light has one (it will not work correctly with DIS Ignition System).
EQUIPMENT (Recommended)
Dis Module Tester (DMT) Rotunda 007-00071. This tester contains 12 LEDS, 12 Test Jacks
and a built-in interface cable that allows the tester to monitor all DIS module signals.
DIS Coil/Sensor Tester (CST) Rotunda 007-00072. This tester is similar to the DIS Module
Tester (DMT) except it allows monitoring of signals at the sensor and coils.
LED test lamp. A 12 volt test lamp should not be used to test circuit signals. It will load the
circuit and may cause erroneous measurements or improper DIS/EEC-IV operation. (ie.,
engine stall).
NOTES
When making measurements on a wiring harness, both a visual inspection and a continuity
test should be performed. Inspect the connector pins for damage (corrosion, bent or spread
pins, etc.) when directed to remove a connector.
Spark timing adjustments are not possible.
When making voltage checks a GROUND reading means any value within a range of 0 to 1
volt. Also BAT( +) readings mean any value that falls within a range of BAT + to 2 volts less
than BAT +. .
When making voltage checks and a reference to ground is made use either the negative
battery lead or cast iron on the engine. BAT(+) means the positive battery cable at the
battery.
When using the spark plug firing indicator, place the grooved end as close as possible to
the plug boot. Very weak flashing may be caused by a fouled plug.
CAMSHAFT
SENSOR
TO SENSOR SHIELD
(SHIELD TEE) 3.0L/3.8L
COIL PACK
(NOT USED)
WARNING: DO NOT
CONNECT EEC PROCESSOR
TO THIS CONNECTOR
BREAKOUT
BOX
A9264-C
0 0
1
2
MOTORCRAFT
DIS
12
11
.
~D
5
0
10
9
8
1
UP
6 ,- - - - - - - - - - - - - - - , - -- 7 "l-
I I
I
d 0
Figure 2 3.0L SEFI SHO and 3.8L SEFI se DIS Module and Pin-Out
<=
CRANKSHAFT
SENSOR PIP 56 UJ
1''''''--''--
<ti
(,.)
~
(3.0L)
I
I
\ I
I SPOUT 3.
IGNG~
., ( TO
EECIV
PROCESSOR
r-
(I}
-
'<
(I)
CD
3
~
I r--------
I
IDM4
m !b
~
::n
I
I I
i
CASE GND
....
tTl -t
3'
5'
I (I} co
I
~ I :c ...
~
o
~
CJj
[1I/ll r------,
I
I
", __I
I
I IGNITION COIL
(3.0L)
o
o
o
n
CD
a.
...
c:
....
SPOUT IN-LINE
CONNECTOR CD
~ I \ en
5'
CQ
~
:::J-
~
.Q)
(SHIELD)
\
I \
J
I'-..J
--,
TO BAT+
~
1 T
-
(I}
........~
....
I
::J
a.
C
m-
co
::J
\ I ::s o
~ en
()
o
z
\L....:.-, ~
6 6 6
61 [5 1 ['j 1 ~
G ~ ~ CD
G
=
(I}
en
in
I
g
... 1- ' -
1....
(C2D)
g.
~
(C3D) a
(PIP D)
(SPOUT)
(C1D) ........
C
n
PINS 1.6 . DIS MODULE PINS 7-12
BAT +
d
EEC POWER VBAT
RELAY
A12746-B
~
c,,)
I
~
....,
Ii\)
~
~
~
I\)
~ (A) C
c: CRANKSHAFT
go
Q3
~
SENSOR
(3.8L) rr----- C/D24
PIP-56
r-
1 1 .---- (I)
~ SPOUT 36 TO
Q:)
r-- I
. EEC-IV
rrJ
....
IGN GND 16 PROCESSOR
en r-------- ."
I IDM 4
.~
...... I (I)
~ en
n. ~
I
I
'7 CASE GND n
~ ~ c
~
~.
c=. ~ I
-- I IGNITION COIL
....
(I)
~. ,, __I SPOUT IN-LINE
CONNECTOR
(3.8L)
g I \
\ I
-..., TO BAT + TO BAT ...........~
~
~
,
I'-.J
\
\L_,
\ I
~ ~ ~
61
6 6 6
1. 1~
=='
(I)
n
C
::::I
::;:
G. :r
ft)
c)"
::::I
I
a en
1<1-'-
(C2D) f
....
P+ -
'<
UJ
CD
3
(C3D)
n ~
-4
(C1D)
3"
S-
ea
_____ "U
~
DIS MODULE _ _ _ _ o
BAT + d o--j.~V;;:::B-;';AT~~~~===-----------~~--=------------------.
PINS 16 PINS 7-12 n
CD
Q.
c
EEC POWER ~
RELAY CD
UJ
NOTE: CONNECTORS ARE SHOWN LOOKING INTO THE WIRING HARNESS. I
IGN GND IS A LOW CURRENT REFERENCE FOR THE EECIV PROCESSOR AND DIS MODULE. ::::I
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
IT IS CONNECTED TO BATTERY NEGATIVE (GROUND) VIA THE DIS MODULE METAL BASE Q.
PLATE. PROPER SYSTEM OPERATION DEPENDS ON A LOW RESISTANCE PATH TO GROUND. A12747B C
i
ea
::::I
o(I)
iii"
Ignition Systems, Timing Procedures and Dlagno~ls 13-129
There is a logic to the names on the Schematic and Overlays for the DIS DIAGNOSTIC
HARNESS that will help you. .
DIS Acronyms
PIP . Profile Ignition Pickup (Crankshaft Sensor signal).
OPI Dual Plug Inhibit (High - Right Plugs fire; low - Both Sides fire).
A couple of examples:
VBAT PS means VBAT at the PIP Sensor.
The Camshaft and crankshaft sensors used on the 3.0L SHO and 3.8L SC vehicles are digital
Hall devices (Figure 5). The 3.0L SHO Camshaft sensor is located on the right end of the
rear cylinder head close to cylinder 1. In the 3.8L SC, the Camshaft sensor is in the location
normally used for the distributor. The Camshaft sensor is the same in both cases but the
mounting adaptor is different. A rotary vane cup (or wheel), made of ferrous metal (Figure 6),
is used to trigger the Hall effect switch located in each of the sensors. The camshaft cup has
one tooth and is driven by the camshaft. The signal from the Camshaft sensor has one
positive-going edge once every two crank revolutions (one cam revolution). The crankshaft cup
has three teeth and the Crankshaft sensor generates three positive (PIP) edges every
revolution of the crankshaft.
When the window of the vane cup is between the magnet and Hall effect device, a magnetic
flux field is completed from the magnet through the Hall effect device and back to the magnet
(Figure 7), the output signal will be low (0 volts). However, when the vane tooth moves into
the gap between the Hall effect device and the magnet, the flux lines are shunted through the
vane and back to the magnet (Figure 8) and the output will change from a low to high
(VBAT).
HALL EFFECT
DEVICE .
A9269-A
A9268-A
Figure 5 Hall Effect Device Figure 6 Rotary Vane Cup - CAM Sensor
HALL PERMANENT
PERMANENT EFFECT MAGNET
MAGNET DEVICE
HALL EFFECT
DEVICE
OUTPUT = 0 VOLTS A9270-A OUTPUT = VBAT A9271-B
The 3.0L SEFI SHO and 3.8L SEFI SC Distributorless Ignition System (DIS) (refer to Figure 9)
consists of a crankshaft mounted Hall (PIP) Sensor, a camshaft driven Hall (CID) sensor, a 6
tower DIS coil pack, and a DIS ignition module.
The DIS eliminates the distributor by using "multiple ignition coils. Each coil fires two spark
plugs at the same time. The plugs are paired so that as one fires during the compression
cycle the other fires during the exhaust stroke. The next time the coil is fired the plug that
was on exhaust will be on compression and the one that was on compression will be on
~xhaust (the spark in the exhaust cylinder is wasted but little of the coil energy is lost). Three
coils are mounted together in a "coil pack". The coil pack has three tach wires, one for each
coil. The crankshaft sensor is a digital output Hall device (PIP) that responds to a rotating
metallic vane mounted on the crankshaft damper assembly.
The 3.0L SHO DIS CID signal is generated by a Hall device mounted at the end of the rear
camshaft. The vane cup has one tooth and is driven by the camshaft. The 3.8L SC DIS
camshaft sensor is a Hall device but it is mounted in the normal distributor location.
The PIP output is a 50 percent duty cycle signal that provides base spark timing information.
, The CID signal output is also a 50 percent duty cycle signal and is required so that the DIS
module knows which coil to fire and for fuel timing in the EEC-IV processor. CID is high
(VBAT) half of the cam revolution (180 degrees) and low the other half (refer to Figure 10).
The EEC-IV processor determines spark angle using the PIP signal to establish base timing.
Spout is sent from the EEC-IV proces~or to the DIS module and' serves two purposes: the
leading edge fires the coil and the trailing edge controls the dwell time. This feature is called
CCD or computer controlled dwell.
The Ignition Diagnostic Monitor (IDM) is an output from the DIS module that provides
diagnostic information concerning the ignition system to the EEC-IV processor for self-test and
is also the input signal for the vehicle tachometer. If the CID circuit fails and an attempt to .
start the engine is made, the DIS modUle will randomly select one of the three coils to fire. If
hard starting results, turning the key off and then cranking again will result in another "guess. II
Several attempts may be needed until the proper coil is selected allowing the vehicle to be
started and driven until repairs can be made. The Failure Mode Effects Management (FMEM)
system attempts to keep the vehicle driveable in spite of certain EEC-IV system failures that
prevent the EEC-IV processor from providing spark angle or dwell commands. The EEC-IV
processor opens the SPOUT line and the DIS module fires the coils directly from the PIP
input. This results in a fixed spark angle of 10 degrees and fixed dwell.
The 3.0L SEFI SHO and 3.8L SEFI SC DIS component locations are shown in Figures 11
and 12.
IGNGND
PLUGS
CID +
217 r-+ ......;1~ ~h
CID 8 COIL 1 5 -
"'-tl-----=-t t----itl
3 +
CAMSHAFT SENSOR
DIS 1"-'4-----... .............
MODULE
11 t------.....
COIL 2
4-I
PIP
COIL
CRANKSHAFT SENSOR PACK
SPOUT
10M
4 36
C/O 24
PIP
IGNGND 56
16
EEC-IV
PROCESSOR
A9272B
Figure 9 3.0L SEFI SHO and 3.8L SEFI SC Distributorless Ignition System (DIS)
Timing Diagram
TDC TDC
PIP
I
CID
I.
I
~~---r
SPOUT
I I
I I
I I FIRE '1 FIRE
_.._ IrlrCOIL2!t-1~coIIL2 "
COIL CURR~
(PIN 11) I I
IL:
,I
' i I I
r r...
I I FIRE I 'FIRE
COIL cURR_E_NT ?_L_3~-------oInr-C-~-'L-3......r---
y--y-_c......
(PIN 9) i I
COIL CURR_EN_T
(PIN 8)
~ hr FIRE
COIL 1
I FIRE
nrCOIL 1
10M
(PIN 12)
PIP
SIGNAL
/
7~
~~ -COIL PACK
/
FRONT OF VEHICLE
/'
A9274-8
COIL PACK
CAMSHAFT SENSOR
CRANKSHAFT
SENSOR
f CAUTION I
A 12 Yolt Test Lamp should not be used to test circuit signals. It will load the circuit
and may cause erroneous measurements or improper DIS/EEC-IV operation (Ie., engine
stall). .
INote I
Use YOM or LED test lamp circuit (Figure 1) in the following pinpoint test procedures. The
LED test lamp is more convenient and faster to use.
If a YOM is used, correct test lead polarity must be followed. The red lead is (+) positive
and the black lead is (-) negative.
To check PIP or CID the engine is "Bumped" with the starter while watching the voltmeter.
Both the CID and PIP signals are digital and should switch between VBAT and Ground as the
engine turns. To see the signal change using the YOM the engine must be turned in very
short bursts.
Figure 1
- -.
Refer to Section 14 and perform EEC-IV Quick Yes ~ SERVICE any EEC-IV
Test. code first. If still no
start, GO to IA21 .
Are any service codes (KOEO, KOER or
Continuous Memory) present?
No ~ GO to IA21.
A4 ICONTINUITY
CHECK PIP EEC AND IGND TO EEC-IV
Check spark plug wires for insulation damage, Yes ~ REINSTALL P1IUgj and
looseness, shorting or other damage. wires. GO to A7 .
Remove and check spark plugs for damage, wear,
, carbon deposits and proper plug gap. No ~ SERVICE or REPLACE
Are spark plugs and wires OK? damaged component.
RERUN Quick Test.
Check DIS module mounting screws for corrosion Yes ~ REPLACE DIS module.
or looseness. . RERUN Quick Test.
Are mounting screws clean and. tight?
No ~ CLEAN, REPLACE or
TIGHTEN mounting
screws. RERUN Quick
Test.
Connect LED test lamp' between (+) J32 (PIP D) Yes ~ GO to IA161.
and (-) J60 (BAT - ).
Does LED test lamp blink when engine is No ~ GO to IA221.
cranked?
Connect LED test lamp between (+) J36 (SPOUT) Yes ~ GO to IA171.
and (-) J60 (BAT - ).
Does LED test lamp blink when engine Is No ~ GO to IA191.
cranked?
Connect LED test lamp between each of three Yes ~ REPLACE coil pack.
pairs of test points given below. Note if lamp R~RUN Quick Test.
blinks continuously for each during crank.
Check between (+) J3 (C1 D) and (-) J6D No ~ GO to IA1SI.
(BAT -).
Check between (+) J18 (C2D) and (-) J6D
(BAT -).
Check between (+) J6 (C3D) and (-) J6D
(BAT -).
Did LED test lamp blink during all three
checks?
Connect LED test lamp between (-) J36 Yes ~ Spout short to ground.
(SPOUT) and (+) J57 (BAT +). CHECK connectors,
SERVICE or REPLACE
Key on.
harness. RERUN Quick
Is LED test lamp on? Test.
Connect LED test lamp between (+) J35 (PIP S) Yes ~ CHECK connectors,
and (-) J2 (IGND D). SERVICE or REPLACE
Does LED test lamp blink continuously when harness. RERUN Quick
engine is cranked? Test.
No ~ GO to IA261.
Connect LED test lamp be~een (+) J35 (PIP S) Yes ~ PIPSis shorted to
and (-) J60 (BAT-). VBAT be~een sensor
and DIS module.
Key on. CHECK connectors,
Is LED test lamp on? SERVICE or REPLACE
harness. RERUN Quick
Test.
No ~ GO to IA2SI.
Connect LED test lamp be~een (+) J33 Yes ~ CHECK connectors,
(PIP EEC) and (-) J60 (BAT - ). SERVICE or REPLACE
harness. RERUN Quick
Key on. Test.
Is LED test lamp on?
No ~ GO to IA301.
Does crankshaft vane move through sensor air Yes ~ REPLACE crankshaft
gap when engine Is cranke.d? sensor. RERUN Quick
Test.
Connect LED test lamp between (+) J21 Yes ~ CID is open between
(CID CS) and (-) J60 (BAT - ). J21 (CIG CS) and J22
(C/P EEC). REPLACE'
Does LED test lamp blink continuously ~uring camshaft sensor.
crank or when engine Is running? RERUN Quick Test.
,
No ~ GO to IC41.
Inspect camshaft sensor and vane for damage or Yes ~ REPLACE camshaft
corrosion. sensor. RERUN Quick
Test.
Is unit OK?
No ~ REPLACE or SERVICE
as required. RERUN
Quick Test.
I
D4 1
CHECK DIS MODULE TO COIL PACK
CONTINUITY
..
,
PRELIMINARY NOTES
. .
The engine analyzer is used to diagnose problems in the secondary side of the ignition
system.
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug 'wires
are properly routed and. securely connected.
Examine all wiring harnesses and connectors for insulation damage, burned, overheated,
loose or broken conditions.
EQUIPMENT
. . . TEST STEP ~
~
RESULT .
ACTION TO TAKE
5
1 3 4 2
CYLINDER A12752A
0- ~ - . ..- L
It- Open plug wire(s).
5
1 3 4 2
CYLINDER A12751-A
5
1 3 4 2
CYLINDER A 12750-A
H1 I
Talk to owner.
I
. Symptoms.
H2
H3 I
. IH41.
.
Will engine start? Yes GO to
No GO to IA11.
H4 I SHAKE TEST
.
Test.
No GO to IHSI .
H5 I TEMPERATURE CHECK
. IH91 .
.
Engine at idle, Close hood, AIC ON, Blower on Yes GO to
medium speed. Allow engine to run for 15
minutes.
No GO to IH61.
D'oes engine quit?
. IH71 .
.
Engine off, hood closed, hot soak for 10 minutes. Yes GO to
Will engine restart?
No GO to IA11.
I ROAD
TEST STEP RESULT . ACTION TO TAKE
H8 CHECK
. IH91.
.
Road test Yes GO to
Does engine quit?
No Test complete.
I ROAD
H9 SHAKE CHECK
.
ignition components. RERUN Quick Test.
IGNITION SYSTEM
DIAGNOSTIC
PROCEDURE (EDIS)
4.0L EFI TRUCK
NOTE: Start all diagnostics with Section 14 (EEe-IV Quick Test) first. The tests in this
Section are dependent on results from tests conducted in Section 14.
Subject Page
Preliminary Checkout, Equipment and Notes 13-167
EDIS Diagnostic. Cable ' : 13-168
4.0L EFI Truck EDIS Module and Pin-Out 13-169
4.0L EFI Truck EDIS Wiring Schematic 13-170
EDIS Schematic and Breakout Box Overlay Acronyms : 13-171
4.0L EFI Truck EDIS System and Component Description 13-172
4.0L EFI Truck EDIS Block Diagram 13-175
4.0L EFI Truck EDIS Waveforms 13-176
4.0L EFI Truck EDIS Component location 13-177
4.0L EFI Truck EDIS Pinpoint Test Diagnostics 13-178
CHECKOUT
Visually inspect the engine compartment to ensure all vacuum hoses and spark plug wires
are properly and securely connected.
Examine all wiring harnesses and connectors for insulation damage, and burned, overheated,
damaged' pins, loose or broken conditions. Check sensor shield connector. Make sure
EDIS Module mounting screw is tight.
EQUIPMENT (Required)
Obtain the following test equipment or an equivalent
Spark Tester, Gap type (Special Service Tool 081 P-6666-A). A spark plug with a broken
side electrode is not sufficient to check for spark and may lead to incorrect results.
NOTES
When making measurements on a wiring harness, both a visual inspection and a continuity
test should be performed. Inspect the connector pins for damage (corrosion, bent or spread
pins, etc.) when directed to remove a connector.
When making voltage checks a GROUND reading means any value within a range of 0 to 1
volt. Also VBAT readings mean any value that falls within a range of VBAT to 2 volts less
than VBAT.
When making voltage checks and a reference to ground is made use either the negative
battery lead or cast iron on the engine. SAT + means the positive battery cable at the
battery.
When using the spark plug firing indicator, place the grooved end as close as possible to
the plug boot. Very weak or no flashing may be caused by a fouled plug.
LED test lamp. A 12 volt test lamp should not be used to test circuit signals. It will load the
circuit and may cause erroneous measurements or improper EDIS/EEC-IV operation. (ie.,
engine stall).
EDIS
MODULE
1.9L COIL TEE
(NOT USED) 4.6L COIL TEE
(NOT USED)
BAT-
BAT + V""'--- _ BREAKOUT
BOX
OR
MONITOR
BOX
A13593A
A13594-A
o
~
~
t: C::>
Q3
t..)
VR
SENSOR
EDIS
r-
~
MODULE
rn
~
i ... TACHOMETER
10M 4 ....
~
~
- .;
;i F ~ PIP 56 TO
EECIV
...c-f
~
I
I
I
I
SAW 36
PROCESSOR
n
I I I , IGN GND 16 ~
gj L ?"\
Ci5
I
I rn
~
~.
I
IL _
SAW
DISCONNECT
BAT ....o
(I)
g>
;:)-
....~
...
(1)
3
Q)
GND
VEHICLE
....
:s
~ BATTERY
tQ
~
~
;:;
(I) 0"
~
n en
:r
IGNITION
COIL
~
a -
'<
o
CD
3
!It
C
....
P+
n
-I
3"
BAT +
VBAT :i"
ea
-0
~
o
n
CD
c.
c
~
CD
o
I
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
~
A13611A C.
c
iii"
ea
~
o
o
iii'
Ignition Systems, Timing Procedures and Diagnosis 13-171
There is a logic to the names on the Schematic and Overlays for the EDIS DIAGNOSTIC
HARNESS that will help you.
EDIS Acronyms
PIP Profile Ignition Pickup (EDIS output signal).
10M Ignition Diagnostic Monitor (Diagnostic signal to EEC-IV).
SAW .Spark Angle Word (EEC Spark control signal).
IGND Ignition Ground (Low current ground reference).
VRS- Variable Reluctance Sensor Negative:
VRS+ Variable Reluctance Sensor Positive.
VRS Shield Variable Reluctance Sensor Shield.
BAT+ Battery Positive.
GND or BAT- Battery Negative.
VBAl Ignition Power to component.
C1, C2, C3 Coil Drive (For Coils 1, 2 and 3).
Overlay Designators
On the Schematic and Overlays, each of these signals is identified along with a suffix letter
that tells you where the measurement is being taken. The key to these letters is:
Prefix "J" is a breakout box jack.
Suffix "E" is at the EDIS Module.
Suffix "s" is at the sensor.
Suffix "C" is at the coil.
A couple of examples:
VBAl C means VBAl at the Coil.
VBAl E means VBAl at the EDIS Module.
SYSTEM DESCRIPTION
The 4.0L EFI Truck Electronic Distributorless Ignition System (EDIS) consists of a Variable
Reluctance Sensor (VRS), an EDIS Ignition Module, an EEC IV processor and one 6-Tower
Coil Pack.
The Electronic Distributorless Ignition System (EDIS) operates by sending crankshaft position
information from the VR sensor to the EDIS module. The module generates a PIP signal and
sends it to the EEC-IV processor. The processor responds with a Spark Angle Word (SAW)
signal containing advance or retard timing information back to the EDIS module. The module
processes the VRS and SAW signals and decides which coils to fire. In addition; the module
generates an Ignition Diagnostic Monitor (10M) signal to the processor which is used to
indicate a failure mode and also provide a tach output signal.
COMPONENT DESCRIPTION
VR Sensor
VARIABLE REWCTANCE
SENSOR (VRS) A13596-A
COMPONENT DESCRIPTION
EDIS Module
The EDIS module is a microprocessor based device with coil drivers which make decisions
about spark timing and coil firing. The module turns the coils on and off at the correct time
and in the proper sequence based on information from the VR sensor and a pulse width
modulated signal (SAW) generated from the EEC..IV processor. The module receives VRS and
SAW signals and produces PIP and 10M output signals which are sent to the EEC-IV
processor.
A 13594-A
EECIV Processor
The EEC-IV processor receives IGN GNO and PIP signals from the EOIS module then
generates a SAW output signal based upon fuel, air and other sensor information. An 10M
signal is received from the EOIS module to determine if a failure mode should be recorded.
A13597A
COMPONENT DESCRIPTION
Coil Pack
The coil receives active low signals from the EDIS module and fires two spark plugs at once,
one is for the cylinder which is to be fired (on compression stroke) and the other goes to the
mating cylinder which is on the exhaust stroke. The next time the coil is fired the situation is
reversed. The next pair of spark plugs will fire according to the engine firing order etc.
COIL PACK
A13598A
~VBAT
CRANKSHAFT WHEEL
8
VAS ~
VAS-
VAS SHIELD
10M
2 ......- - -...- - - - : . (TACH)
EOIS-6 SAW
~ VBAT
~ODULE
5 PIP
IGNO
4
COIL 1 7
'0
COIL 2
12 11 9
ENGINE
BLOCK COIL 3
GND
ENGINE
BLOCK
+VPWA
37 57
EECIV
PROCESSOR
BATTEAY
NEGATIVE
POST
A13599-A
Timing Diagram
VRS
10 BTDC
I
PIP
1_______
20 ATDC
I
__n no-.-_
20 BTDC
SAW --.-11 ~1 n
I J1
COIL
CURRENT
______11 COIL 1 COIL 2 J1 COIL 3
I
IDMITACH
_ _n n ------"n _
180 BTDC
A13600A
PULLEY AND
DAMPER ASSY
SENSOR ASSY-
CRANKSHAFT TIMING A13603A
RangerIBronco II Aerostar
RIGHT INNER
FENDER APRON
RIGHT INNER
FENDER APRON
;[)-~
--- -
1~
RADIATOR SUPPORT
FRONT OF
VEHICLE
No Start with:
No service code Go to A
Continuous Memory Code 14 Go to A
Continuous Memory Code 18 Go to A12
Key On Engine Off Code 16 Go to A14
You may use the LED test lamp (see circuit below) to supplement the DVOM. It will save time
when checking the PIP and coil circuits.
:t-----~
LED 1 RADIO SHACK 276-012 DUAL LED
R1 RADIO SHACK 271-019470n.
R2 RADIO SHACK 271-019 4700.
A13605-A
Use the LED test lamp to check power, PIP and Coil circuits.
Using a DVOM
If using a DVOM to check the PIP signal, the engine must be turned very slowly (bumped)
with the starter. This is a digital signal and should switch from ground (0 VDC to .5 VDC) to
BAT + (8 VDC to 14 VDC) or BAT + to ground. When using the DVOM correct test lead
polarity must be used. The red lead is + (positive) and black lead is - (negative).
~ GO to IASJ.
.
Key off. Yes
Disconnect the EEC processor.
No SERVICE open circuit.
Is the resistance between J43 (PIP E) and. Pin RECONNECT the EEC
56 (PIP) of the EEC connector less than S processor and RERL!N
ohms? Quick Test.
I CHECK
AS IGND AT EDIS
.
.
Key off. Yes GO to IAsl .
Is the resistance between J47 (IGND E) and J7
(BAT -) less than 5 ohms? No REPLACE EDIS module
and RERUN Quick
Test.
Is the resistance between J43 (PIP E) and J51 Yes ~ PIP is shorted to
(VBAT E) less than 5 ohms? power in harness.
CHECK connectors,
SERVICE or REPLACE
harness. RUN Quick
Test.
No ~ REPLACE EDIS
module. RERUN Quick
Test.
Check spark plug wires. for insulation damage, Yes ~ REINSTALL p~and
looseness, shorting or other damage. wires. GO to A12 .
Remove and check spark plugs for damage, wear,
carbon deposits and proper plug gap. No ~ SERVICE or REPLACE
Are spark plugs and wires OK? damaged component.
RERUN Quick Test.
Connect the LED test lamp between J51 (VBAT Yes ~ GO to IA171.
E) and J7 (BAT-).
Keyon. No ~ SERVICE open circuit.
Is the LED test lamp on and bright? RECONNECT the EEC
processor and RERUN
Quick Test.
No ~ GO to IA2SI.
A19 I CHECK VRS CRANKING VOLTAGE AT EDIS
Check the crankshaft data wheel for damage. Yes ~ REPLACE VR sensor.
RERUN Quick Test.
Check the air gap.
Is the air gap correct and is the crankshaft No ~ REPAIR or REPLACE
data wheel OK? bad parts. SET air gap.
TEST STEP
GROUND
.
.
Is the resistance between J35 (VRS+ E) and Yes GO to IA271 .
J7 (BAT-) greater than 10K ohms?
No SERVICE short circuit
in VRS+ harness.
RERUN Quick Test.
.
Quick Test.
A28 I CHECK
Key off.
VRS BIAS AT EDIS MODULE
.
Disconnect the VR sensor from the EDIS RERUN Quick Test.
diagnostic cable.
Keyon. No GO to IA291.
Is the DC yoltage between J35 (VRS+ E) and
J7 (BAT-) between 1.0 and 2.0 YO Its?
.
.
Key off. Yes GO to IA301.
Disconnect the EDIS module from the EDIS
diagnostic cable. No VRS+ is shorted to
Disconnect the HEGO sensor. power in harness.
Is the resistance between J35 (VRS+ E) and CHECK connectors,
J51 (VBAT E) greater than 10K ohms? SERVICE or REPLACE
harness. RERUN Quick
Test.
A31 I
CHECK VRS - CIRCUIT FOR SHORT TO
POWER
Is the resistance between J48 (VRS- E) and Yes ~ SERVICE short circuit
J7 (BAT -) less than 5 ohms? in VRS - harness.
RERUN Quick Test.
No ~ REPLACE ED!S
module. RERUN Quick
Test.
Is the resistance between J41 (10M E) and J51 Yes ~ REPLACE EDIS
(VBAT E) greater than 10K ohms? module. RECONNECT
EEC processor.
RERUN Quick Test. If
fault persists,
REPLACE EEC
processor and RERUN
Quick Test.
No ~ 10M is shorted to
power in harness.
CHECK connectors,
SERVICE or REPLACE
harness. RERUN Quick
Test.
No ~ SAW is shorted to
ground in harness.
CHECK connectors,
SERVICE or REPLACE
harness. RERUN Quick
Test.
Check spark plug wires for insulation damage, Yes ~ REPLACE coil pack.
looseness, shorting or other damage.
Remove and check spark plugs for damage, wear,
carbon deposits and proper plug gap.
No ~ SERVICE or REPLACE
damaged component.
Are spark plugs and wires OK? RERUN Quick Test.
. SPECIAL NOTES:
START with Section 14, EEC-IV Quick Test Procedures and Appendix when directed here by
Section 2, Diagnostic Routines.
Sections 15 and 16, Engine Supplement Sections for Passenger Car and Truck, contain
EEC-IV system electrical schematics, circuit numbers, wire colors, pin usage applications and
Quick Test code definitions.
An open is defined as any resistance reading greater than 5 ohms unless otherwise
specified.
A short is defined as any resistance reading less than 10,000 ohms to ground, unless
otherwise specified.
Quick Test results are dependent on the proper operation of base engine components. It
may be necessary to correct any defects in these areas before the EEC-IV system will pass
Quick Test. (Refer to Section 2, Diagnostic Routines, for service).
When more than one service code is received, always start service with the first code
received.
Before using a Pinpoint Test always read the information on the cover page(s) (Le. Notes,
Remember and Pinpoint Test Schematic).
When using a Pinpoint Test, follow each step in order. After completion, verify that all
components are properly reconnected and rerun Quick Test or verify that the drive complaint
has been eliminated.
"RERUN Quick Test" means return to Section 14 and run Quick Test Steps 1.0 thru 9.0.
BK Black N Natural
BL Blue o Orange
BR Brown PK Pink
DB Dark Blue P Purple
DG Dark Green R Red
GY Gray T Tan
GR Green W White
LB Light Blue Y Yellow
LG Light Green
Where two colors are shown for a wire, the first color is the basic color of the wire. The
second color is the stripe marking.
For example:
BRIO is a brown wire with an orange stripe.
OPTIONAL USE OF THE EEC-IV MONITOR BOX:
An EEC-IV Monitor Box can be used as a substitute for the EEC-IV Breakout Box during
Pinpoint Testing. The EEC-IV Breakout Box and Monitor Box are pin for pin compatible when
referencing the 60 pin connector. For Monitor Box operation, refer to Section 18.
Turn the key off and isolate both ends of a circuit whenever checking for shorts or
continuity.
Disconnect solenoids and switches from the harness before measuring for continuity,
resistance or energizing by way of a 12 volt source.
When disconnecting connectors, inspect for damaged or pushed-out pins, corrosion, loose
wires, etc. Service as necessary.
IDON'T I
Go to the Pinpoint Test Section unless directed by the Quick Test procedures. (Not following
Quick Test procedures may produce incorrect results and replacement of non-defective
components.)
Replace any parts unless directed by a test procedure.
Measure voltage or resistance directly at the processor connector.
Contents
QUICK TEST
Quick Test: Special Notes 14-1
Quick Test 14-2
Step 1.0 Visual Check 14-2
Step 2.0 Vehicle Preparation and Equipment Hookup 14-2
Step 3.0 Perform Key On Engine Off Self-Test 14-3
Step 3.1 Check for Continuous Memory
Service Codes 45, 46 and 48 14-4
Step 4.0 Computed Timing Check 14-4
Step 5.0 Perform Engine Running Self-Test 14-5
Step 6.0 Key On Engine Off Code Charts 14-6
Step 7.0 Engine Running Code Charts 14-8
Step 8.0 Continuous Memory Code Charts 14-11
Step 9.0 Diagnosis By Symptom 14-14
APPENDIX
Self-Test
Visual Check 14-20
Vehicle Preparation and Equipment Hookup 14-21
Key On Engine Off Self-Test 14-23
Engine Running Self-Test 14-24
Continuous Memory Self-Test 14-25
(Continued)
Self-Test Description
Contents : 14-26
Code Output Format 14-28
Continuous Self-Test 14-29
Self-Test With STAR Tester 14-30
Self-Test With Analog Voltmeter 14-33
Self-Test With "Check Engine" or "SERVICE ENGINE SOON"
Light (Mil) 14-34
Self-Test With Message Center (Continental Only) 14-35
Self-Test With Overdrive Cancel/Transmission
Malfunction Indicator Light - OCll/TMll 14-36
Diagnostic Aids
Continuous Monitor Test (Wiggle Test) 14-37
How To Clear Continuous Memory Codes 14-38
How To Clear Keep Alive Memory (KAM) 14-38
Output State Check 14-38
Cylinder Balance Test 14-39
Failure Mode Effects Management (FMEM) 14-41
"CHECK ENGINE" or "SERVICE ENGINE SOON"
Light (Malfunction Indicator Light) 14-42
"Check Engine" /"Check DCl" Message
(Data Communications Link) 14-44
Test Equipment..................................................................... 14-45
This diagnostic procedure is used ONLY on vehicles equipped with fourth generation
Electronic Engine Controls (EEC-IV).
The QUICK TEST procedure should be used ONLY when the Diagnostic Routines, Section 2
directs you here.
The Key On Engine Off and Engine Running Self-Tests detect faults that are present at the
time .of testing. Intermittent faults that have occurred in the last * 40 warm-up cycles are
detected during Continuous Self-Test and stored in the EEC-IV memory.
Vehicles with a "CHECK ENGINE" or "SERVICE ENGINE SOOr-J" light concern must run
Quick Test and address all service codes present.
If all phases of the Quick Test, including Diagnosis By Symptom in Quick Test Step 19.0 I,
result in a PASS, it is likely that the problem is non-EEC-IV related and will be found
elsewhere. You should return to the Diagnostic Routines in Section 2.
When directed to a Pinpoint Test always read the cover page(s) for special notes and look
carefully at the Pinpoint Test Schematic.
After service, rerun Quick Test to ensure that service was effective.
Check vacuum hoses for damage and proper Yes ~ GO to Quick Test Step
connection. 12.01.
Check EEC-IV system wiring harness for proper
connections. No ~ SERVICE as necessary.
NOTE: If additional information is required on
Visual Checks, refer to Quick Test
Appendix.
Are all visual checks OK?
2.0 IVEHICLE
HOOKUP
PREPARATION AND EQUIPMENT
Start engine and idle until vehicle is at operating Yes ~ If "CHECK ENGINE"
temperature. or "SERVICE ENGINE
SOON" light is on:
NOTE: If engine does not start or stalls after GO to Continuous
starting, continue to perform KOEO Self Memory code charts,
Test. Quick Test Step 18.0 I,
before addressing any
For 4.9L only, depress clutch for entire test step. other symptoms.
For 7.3L diesel only, depress throttle for entire
test step. If engine runs rough
or idles rough:
Key off, wait 1a seconds. GO to Pinpoint Test
Step 1521, except DIS/
Activate Self-Test. EDIS vehicles, GO to
Key on, engine off. Quick Test Step ~ .
No ~ If KOEO service
codes are received:
GO to KOEO code
charts, Quick Test Step
16.01.
If no service codes
are received:
GO to Pinpoint Test
Step IQA11.
For DIS:
GO to Pinpoint Test
Step IN131.
No ~ GO to Pinpoint Test
Step 1821.
No ~ If .Engine Running
service codes are
received:
GO to Engine Running
code charts, Quick
Test Step 17.0 I.
If no service codes
are received:
GO t, Pinroint Test
Step QA1 .
13 GO to
15 GO to
..
~
EFI
-
OB3
CFI
KB1
OB3
SEFI
-
OB3
EFI
-
OB3
EFI
-
OB3
EFI
-
OB3
CFI
KB1
OB3
EFI
-
OB3
EFI
-
OB3
SEFI SEFI SEFI
-
OB3
-
OB3
-
OB3
SEFI
-
OB3
SEFI
-
OB3
SEFI
-
OB3
19 GO to ~ - - OD5 OD5 OD5 OD5 - OD5 OD5 OD5 OD5 OD5 OD5 OD5 OD5
21 GO to ~ DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1
22 GO to ~ DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1 DF1
23 GO to ~ DH1 KB12 DH1 DH1 DH1 DH1 KB12 DH1 DH1 DH1 DH1 DH1 OH1 DH1 DH1
24 GO to ~ - DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1 DA1
26 GO to ~ DK1 - DC1 - DC1 - - - - DC1 - - DC1 - DC1
28 GO to ~ DA1 - - - - - - - - - - - - - -
31 GO to ~ - DL1 DL1 DD2 DN1 DL1 DN1 - DL1 DL1 DL1 DL1 DL1 DN1 DN1
32 GO to ~ - - - - DN25 - DN25 - - - - - - DN25 DN25
34 GO to ~ - DL8 DL8 - DN20 DL8 DN20 - DL8 DL8 DL8 DL8 DL8 DN20 DN20
35 GO to ~ - DL5 DL5 -
DN5 DL5 DN5 DL5 DL5 -DL5 DL5 DL5 DN5 DN5
51 GO to ~ DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10
52 GO to ~ - - - FF1 FF1 FF1 FF1 FF1 FF1 -FF1 - - - -
53 GO to ~ DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3 DH3
54 GO to ~ - DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10 DA10
56 GO to ~ DK10 - DC20 - DC20 - - DC20- - - DC20 - DC20
57 GO to ~ - - - - - - - KH1 - - - - - - -
58 GO to ~ DA10 KB5 - - - - KB5 KH5 - - - - - - -
59 GO to ~ - - - - - - - KH10 - X97 T70 - - - -
61 GO to ~ DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20
62 GO to ~ - - - - - - - - T60 - - - - - -
63 GO to ~ DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10 DH10
64 GO to ~ - DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20 DA20
66 GO to ~ DK20 - DC10 - DC10 - - - - DC10 - DC10 - DC10 -
67 GO to ~ FA1 FA1 FA1 FA1 FA1 FA1 FA1 FA1 T80 FA1 T81 FA1 FA1 FA1 FA1
68 GO to ~ DA20 KB9 - - - - KB9 - - - T90 - - - -
69 GO to ~ - - - - - - - - - - T75 - - - -
73 GO to ~ - KB20 - - - - KB20 - - - - - - - -
79 GO to ~ - - FA10 - FA10 - - - - FA10 FA10 FA10 FA10 FA10 FA10
81 GO to ~ - - - - - - - - - KT1 - - - KC8 KC8
82 GO to ~ - - - - - KC8 - - - - - - - KC8 KC8
83 GO to ~ - - KF1 DD17 - - X30 - X30 X15 X30 - X30 - -
84 GO to ~ - DL11 DL11 DD17 DN10 DL11 DN10 - DL11 DL11 DL11 DL11 DL11 DN10 DN10
85 GO to ~ - KD6 - - KD6 KD6 KD6 KD6 KD6 KD6 KD6 KD6 KD6 KD6 KD6
86 GO to ~ - - - - TB1 - - - - - - - - - -
87 GO to ~ - J7 J7 J7 J7 J7 X15 J7 X15 X15 X15 J7 J7 J7 J7
88 GO to ~ - - KF1 - - - X80 - X80 X80 X80 - X80 - -
89 GO to ~ - - - TB1 TB1 - - TB1 T50 - T50 - - - -
93 GO to ~ - KB11 - - - - KB11 - - - - - - - -
95 GO to ~ J20 J20 J20 - J20 J20 X90 - X90 X90 X90 J20 J20 J20 J20
96 GO to ~ J6 J30 J30 - J30 J30 X95 - X95 X95 X95 J30 J30 J30 J30
NO CODES ~
CODES NOT
LISTED ~ Go to Pinpoint Test Step OA1
17 GO to KE26 KB30 - - - - KB30 - - - - - - - -
18 GO to P1 P1 P1 - P1 P1 - P1 P1 P1 P1 P1 P1 P1 P1
19 GO to KE25 KB26 - - - - - - - - - - - - -
21 GO to OA1 OA1 OA1 DA1 OA1 OA1 DA1 OA1 DA1 OA1 OA1 DA1 OA1 OA1 OA1
22 GO to OF1 DF7 DF1 OF7 DF1 DF7 OF? OF7 OF? OF1 OF7 DF7 OF1 OF7 OF1
23 GO to OH1 KB12 OH1 OH1 DH1 DH1 KB12 DH1 DH1 OH1 OH1 OH1 OH1 DH1 OH1
24 GO to
25 GO to -- OA1
-
OA1
-
DA1
DG1
OA1
OG1
OA1
-
DA1
-
DA1
-
DA1
OG1
DA1
OG1
DA1
-
DA1
-
DA1
DG1
DA1
-
OA1
-
26 GO to
OK1 - OC1 - DC1 - - - - OC1 - - OC1 - OC1
--
28 GO to OA1 - - - - - - - - - - - - - -
31 GO to OL21 DL21 D01 DN1 DL21 ON1 - OL21 OL21 DL21 OL21 DL21 DN1 DN1
32 GO to OL20 OL20 0011 DN25 OL20 DN25 - OL20 OL20 OL20 OL20 DL20 ON25 ON25
33 GO to
34 GO to --- OL30 OL30 D011 ON40 OL30 ON40
0L25 OL25 D011 ON50 DL25 ON50
-
-
DL30 OL30 DL30 DL30 OL30 DN40 ON40
OL25 DL25 OL25 DL25 OL25 ON50 ON50
35 GO to
OL25 OL25 0030 ON5 DL25 ON5 - DL25 OL25 OL25 OL25 OL25 ON5 ON5
41 GO to
42 GO to -H11
H23
H11
H23
H1
H1
H11
H23
H11
H23
H11
H23
H11
H23
H11
H23
H11
H23
H1
H1
H1
H1
H1
H1
H1
H1
H1
H1
H1
H1
44 GO to
- - - - - - - - - - - - - KC1 KC1
45 GO to
46 GO to - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
KC1
KC1
KC1
KC1
47 GO to
KE20 - - - - - - - - - - - - - -
--
48 GO to KE21 - - - - - - - - - - - - - -
52 GO to - - - FF5 FF5 FF5 - FF5 FF5 FF5 - FF5 - -
55 GO to QE1 - - - - QE1 - - - - - - - -
56 GO to
58 GO to -
-
-
KB5
OC20
-
-
-
OC20
-
-
-
-
KB5
-
-
-
-
OC20
-
-
-
-
-
OC20
-
-
-
OC20
-
66 GO to ~ - - OC10 - OC10 - - - - OC10 - - OC10 - DC10
67 GO to - FA1 - - - - - - - - - - - - -
68 GO to - KB9 - - - - KB9 - - - T90 - - - -
72 GO to - - DC1 DF10 DC DF10 - OF10 OF10 X10 - - X10 - -
(Continued)
72 GO to DF10 DF10 DF10 DF10 DF10 DF10 DF10 DF10 - DF10
73 GO to DH20 DH20 DH20 DH20 DH20 DH20 DH20 DH20 - DH20
74 GO to FD10 FD10 FD10 FD10 FD10 FD10 - FD10 FD10 FD10
77 GO to
Ml Ml Ml Ml Ml Ml Ml Ml - Ml
98 GO to
GO TO QUICK TEST STEP 3.0
NO CODES
CODES NOT
LISTED
Go to Pinpoint Test Step QA1
34 GO to DN98 - - - - DN98 DN98 DN98 - DN98
35 GO to DN93 - - - - DN93 DN93 DN93 - DN93
41 GO to
45 GO to H29
-
H29
-
H29
-
H29
-
H29
N15
H29
-
H29
-
H29
-
-
-
H29
-
48 GO to
N3 - - - - - - - - -
49 GO to
51 GO to -
DA90
-
DA90
-
DA90
-
DA90
-
DA90
TC90
DA90
-
DA90
TC90
DA90
TC90
-
TC90
DA90
53 GO to
DH90 DH90 DH90 DH90 DH90 DH90 DH90 DH90 DQ90 DH90
54 GO to DA90 DA90 DA90 DA90 DA90 DA90 DA90 DA90 - DA90
56 GO to DC20 - DC20 - DC20 TC90 - TC90 TC90 TC90
59 GO to - - - - - TC90 - TC90 TC90 TC90
61 GO to DA90 DA90 DA90 DA90 DA90 DA90 DA90 DA90 - DA90
62 GO to - - - - - TC90 - TC90 TC90 TC90
63 GO to DH94 DH94 DH94 DH94 DH94 DH94 DH94 DH94 DQ94 DH94
64 GO to DA90 DA90 DA90 DA90 DA90 DA90 DA90 DA90 - DA90
66 GO to DC10 - DC10 - DC10 TC90 - TC90 TC90 TC90
67 GO to - - FA1 - FA1 TC90 - TC90 TC90 TC90
69 GO to - - - - - TC90 - TC90 TC90 TC90
87 GO to J95 J95 J95 J95 J95 J95 J95 J95 - J95
88 GO to N20 - - - - - - - - -
95 GO to J90 J90 J90 J90 J90 J90 J90 J90 - J90
96 GO to J93 J93 J93 J93 J93 J93 J93 J93 - J93
99 GO to - - - - - TC90 - TC90 TC90 TC90
NO CODES
CODES NOT
LISTED
Go to Pinpoint Test Step QA1
SPECIAL NOTES:
Verify that a Pass Code 11 was received in Key On
Engine Off, Engine Running and Continuous Self-Tests
before continuing with this test.
If a symptom is present and the EEC system is
suspected, Go to part B of Diagnosis By Symptom.
If the EEC system is not suspected, GO to Section 2,
Diagnostic Routines.
"CHECK ENGINE"
or "SERVICE
ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1 ML1
ENGINE SOON"
light always on
"CHECK ENGINE"
or " SERVICE
ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5 ML5
ENGINE SOON"
light never on
"CHECK ENGINE" /
"CHECK DCL" - - - - - - - - - - ML25 - - - -
Message On
"CHECK ENGINE"
Message On - - - - - - - - - - ML20 - - - -
"CHECK ENGINE"
or "SERVICE
ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10 ML10
ENGINE SOON"
light ~n intermittently
"CHECK ENGINE"
or "SERVICE
ENGINE SOON" ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15 ML15
light flashing with
erratic idle
Lack of power at
wide open throttle - - - - - - - - - KT6 - - - - -
Lack of cruise
control and decel - - - - - - DP1 - - - - - - - -
stalls
Vehicle tachometer
not operating - - - - - - - - - N3 - - N3 - -
Transmission will not
shift into overdrive - - - - TB1 1 - TB1 1 - - - - - - - -
No transmission
lock-up. Cruise rpm
slightly higher than - - - - TB 2 - TB1 2 - - - - - - - -
normal (about 300
rpm)
(Continued)
1 Use Code 86 Diagnosis
2 Use Code 89 Diagnosis
Black Exhaust
H29 H29 H29 H29 H29 H29 H29 H29 H29 H29 H29 H29 H29 H29 H29
Smoke
KA1 DG1 DG1 DG1
or or or or
Spark knock
SEC.
- KP1
SEC. SEC. - - KH3
SEC.
KP1 - - KP1 - -
6 6 6 6
X40
No engine cooling
fan - - KF10 - - - MTX - - X40 - - - - -
ONLY
Low speed cooling
fan does not
operate
High speed cooling X19
fan does not - - KF10 - - - CLC - X19 - X19 - X19 - -
operate ONLY
Low or high speed
cooling fan does not
operate
Low or high speed
cooling fan always - - KF25 - - - X35 - X35 X35 X35 - X38 - -
on
High Boost Pressure - - - - - - - - - - - - KS6 - -
(Continued)
Verify that MAF sensor is properly connected.
SPECIAL NOTES:
Correct results of the QUICK TEST are dependent on
the proper operation of related non-EEC-IV components.
It may be necessary to disconnect or disassemble har-
ness connector assemblies to do some of the inspec-
tions. Pin locations should be noted before disassembly.
VISUAL CHECK
1. Inspect the air cleaner and inlet ducting.
2. Check all engine vacuum hoses for damage, leaks, cracks, blockage, proper routing, etc.
3. Check EEC-IV system wiring harness for proper connections, bent or broken pins,
corrosion, loose wires, proper routing, etc.
SPECIAL NOTES:
Refer to the illustrations for Self-Test connector pin ori-
entation and VOM and STAR hookup.
After the equipment is properly hooked up, proceed to
Quick Test Step 13.0 I.
VEHICLE PREPARATION
1. Perform ALL safety steps required to start and run vehicle tests - apply parking brake,
place shift lever firmly into PARK position (NEUTRAL on manual transmission), block drive
wheels, etc.
2. Turn off ALL electrical loads - radios, lights, A/C-heater blower fans, etc.
USING THE STAR TESTER
1. Turn the ignition key off.
2. Connect the color coded adapter cable to the STAR tester.
3. Connect the adapter cable leads to th~ pr?per Self-Test connectors.
4. Connect the timing light.
STAR
SERVICE
CONNECTORS
000
c::::J 0
o VEHICLE
B A11608-A
BATTERY
A8335-C
TO 1===~~~""""
VEHICLE ......
HARNESS
SELF-TEST---i~
CONNECTOR
SELFTEST
INPUT (STI)
A11516-C
SPECIAL NOTES:
It may be necessary to service non-EEC-IV faults before
running Quick Test. Refer to Section 2.
Continuous Memory, Codes recorded in this step will be
used for diagnosis in Step 15.0 I after a PASS code 11
is received in both the Key On Engine Off and the En-
gine Running Self-Tests.
Deviation from this procedure may cause the output of
false codes.
Refer to Quick Test Appendix for further information on
how to read, code output.
On all vehicles equipped with a 4~9L ENGINE, the clutch
must be depressed during the Key On Engine Off Self-
Test.
On all vehicles equipped with a 7.3L DIESEL ENGINE,
the throttle must be depressed (WOT) during the entire
Key On Engine Off Self-Test.
1001
Veri~at the vehicle has been properly prepared a~cording to QUICK TEST STEPS [LQ]
and~.
Activate Self-Test.
STAR Tester: Latch the center button in the down position.
"CHECK ENGINE" or "SERVICE ENGINE SOON" Light (MIL): Jumper STI to SIG RTN
at the Self-Test connectors. Service Codes will be flashed on the "Check Engine" or
"SERVICE ENGINE SOON" Light.
IDON'Tl
Depress throttle during Key On Engine Off Self-Test -on gasoline engine applications.
SPECIAL NOTES:
If the engine starts but stalls, or stalls during Self-Test,
Go to Pinpoint Test Step [I1] .
On vehicles equipped with the Brake On/Off Switch
(BOO), the brake pedal MUST be depressed and re-
leased AFTER the ID code.
On vehicles equipped with the Power Steering Pressure
Switch (PSPS), within 1 to 2 seconds after the ID code,
the steering wheel must be turned at least one-half turn
and released.
On vehicles equipped with E40D transmission, the
Overdrive Cancel Switch (OCS) must be cycled after the
ID code.
The Dynamic Response code is a single pulse (or a 10
code on the STAR Tester) that occurs 6-20 seconds af-
ter the engine running identification code. (See APPEN-
DIX: Code Output Format.)
When the Dynamic Response code occurs, perform a
brief wide-open throttle.
IDOl
Deactivate Self-Test.
Start and run engine at 2,000 rpm for two minutes. This action warms up the EGO sensor.
Activate Self-Test.
Start engine.
After the ID code, depress and release the brake pedal if appropriate. See Special Note
above.
After the ID code, within 1 to 2 seconds, turn the steering wheel at least one-half turn and
then release it, if appropriate. See Special Note above.
IDON'TI
Depress the throttle unless a Dynamic Response Code is displayed.
SPECIAL NOTES:
If Continuous Memory is a PASS Code 11 and a symp-
tom is present, GO to Quick Test Step 19.0 I.
Refer to the Continuous Memory Codes recorded in Quick Test Step 13.0 I.
The cause of some of the Continuous Memory Codes may have been eliminated during
either Key On Engine Off or Engine Running Self-Test service. To address the remaining
Continuous Memory codes, go to Quick Test Step 18.0 I. If none,' clear Continuous Memory.
APPENDIX: Self-Test
Description
The Self-Test is divided into three specialized tests: Key On Engine Off Self-Test, Engine
Running Self-Test, and Continuous Self-Test. The Self-Test is not a conclusive test by itself,
but is used as a part of the functional Quick-Test diagnostic procedure. The processor stores
the Self-Test program in its permanent memory. When activated, it checks the EEC-IV system
by testing its memory integrity and processing capability, and verifies that various sensors and
actuators are connected and operating properly.
The Key On Engine Off and Engine Running Self-Tests are functional tests which only detect
faults present at the time of the Self-Test. Continuous Self-Test is an ongoing test that stores
fault information for retrieval at a later time.
At this time, a test of the EEC-IV system is conducted with power applied and engine at rest.
For Self-Test to detect errors in the Key On Engine Off Self-Test mode, the fault must be
present at the time of testing. For intermittents, refer to Continuous Memory Codes.
SEPARATOR PULSE
A single 1/2 second separator pulse is issued 6-9 seconds after the last Key On Engine Off
Test code. Then, 6-9 seconds after the single 1/2 second separator pulse, the Continuous
Memory Codes will be issued.
NOTE: The separator code and Continuous Memory Codes follow Key On Engine Off
Testing codes ONLY.
Engine ID codes are issued at the beginning of the Engine Running Self-Test and are one-
digit numbers represented by the number of pulses sent out. For gasoline engines, the engine
10 code is equal to one-half the number of engine cylinders (Le. 2 pulses = 4 cylinders). For
the 7.3L Diesel engine, the ID code = 5. These codes are used to verify the proper processor
is installed and that the Self-Test has been entered.
The dynamic response check verifies the movement of the TP, VAF, MAF and MAP sensors
during the brief Wide-Open Throttle (WOT) performed during the Engine Running Self-Test. The
signal for the operator to perform the brief WOT is a single pulse or 10 code on the STAR
Tester.
APPENDIX: Self-Test
Description
On vehicles equipped with Power Steering Pressure Switch (PSPS), the steering wheel must be
turned one-half turn and released AFTER the 10 Code has been displayed. This tests the
ability of the EEC-IV system to detect a change of state in the Power Steering Pressure
Switch.
On vehicles equipped with Brake ON/OFF Switch (BOO), the brake pedal MUST be depressed
and released AFTER the 10 Code has been displayed. This tests the ability of the EEC-IV
system to detect a ch~nge of state in the Brake ON/OFF Switch.
On vehicles equipped with Overdrive Cancel Switch (OCS), the switch must be cycled after the
10 code has been displayed. This tests the ability of the EEC-IV system to detect a change of
state in the Overdrive Cancel Switch.
','
SERVICE CODES
The EEC-IV system communicates service information through the Self-Test service codes.
These service codes are two-digit numbers representing the results of Self-Test.
The service codes are transmitted on the Self-Test output (STO) line found in the vehicle Self-
Test connector. They are in the form of timed pulses, and are read by the technician on a
voltmeter, STAR tester, "CHECK ENGINE" or "SERVICE ENGINE SOON" Light (MIL) or on
the Continental message center.
SELF-TEST OUTPUT CODE FORMAT
KEY ON ENGINE OFF AND CONTINUOUS MEMORY CODES
DIGIT PULSES ARE 1/2 SECOND "ON" AND 1/2 SECOND "OFF"
ANALOG
METER:
EACH PULSE
EQUALS
1 METER '-v-' ~ '-v-' --.,.....- ~ '-v-'
SWEEP
j ~
FAST CODES KEY ON. ENGINE OFF CODES
'V
CONTINUOUS MEMORY CODES
STAR STAR
:11 :11
NOTE: CONTINUOUS CODES WILL ONLY BE OUTPUTTED DURING KEY ON ENGINE OFF SELF-TEST
DIGIT PULSES ARE 1/2 SECOND "ON" AND 112 SECOND "OFF"
2 = 4 CYL.
----..........------
6-20 SECONDS
~
3 = 6 CYL. FAST
4 = 8 CYL.
ENGINE RESPONDS
TEST
CODES
5 = 7.3LDIESEL ENGINE RUNNING "GOOSE ENGINE
ENGINE RUNNING
ID PULSE CODES
NOW" CODE
A8204-D
APPENDIX: Continuous
Self-Test
The Continuous Memory service codes are separated from the Quick Test Key On Engine Off
codes by a single separator pulse, Figure 3.
SEPARATOR
STAR
:10
A8114-C
During this mode of testing the EEC-IV Processor continuously monitors inputs for opens and
shorts. The Continuous Memory Codes must be retrieved within* 40 engine temperature warm
up cycles. On the 41 st or 81 st Engine Temperature cycle, the service code will be
automatically erased. The' Continuous Memory Codes can also be erased by deactivating 5elf-
Test while the service codes are being outputted.
After hooking up the STAR tester and turning on its power switch, the tester will run a display
check and the numerals 88 will begin to flash in the display window (Figure 4). A steady 00
will then appear to signify that the STAR tester is ready to start the Self-Test and receive the
test's service codes.
To receive the service codes, press the push button at the front of the STAR tester. The
button will latch down, and a colon will appear in the display window in front of the 00
numerals. The colon must be displayed to receive the service codes.
If, for any reason, the technician wishes to clear the display window during the Self-Test, he
must turn off the vehicle's engine, press the tester's push button once to unlatch it (colon will
disappear), then press the button again to latch down the button (colon will appear again).
The STAR tester will display the last service code received, even after disconnecting it from
the vehicle. It will hold the service code on the display until the power is turned off or the
push button is unlatched and relatched.
For a detailed description of the STAR tester and the variety of tests that can be run, refer to
the instruction manual provided with the tester.
.,,-,
'-I '-'
..,.-,
COLON DISPLAY
I..'&.'
~FlASHES
.. -, -,
LD BAT INDICATOR
L.OBAT
~ IF LD BAT SHOWS STEADILY WITH
SERVICE CODE. REPLACE TESTER'S
~ tV BATTERY.
The SUPER STAR II Tester can read fast codes as well as slow codes, and can be used on
Ford EEC-IV as well as MCU and MECS systems. A built-in Self-Test memory will retain the
codes as t~ey are received. !he SUPER STAR II tester also contains a beeper for running
the wiggle tests.
After hooking up the SUPER STAR II tester and turning it on, the SUPER STAR II will briefly
display 888. It will also light all the prompts on the left side of the display and the speaker
will beep. When the tester is ready, both the STI-LO and STO-LO will be on, but the readout.
will be blank if the vehicle key is off.
2. Determine the type of system you have (EEC-IV or MECS) and set the switch to the
proper type.
. .
3. Select fast code mode or slow code mode with the mode selector switch.
The tester will now read any Self-Test codes in this mode.
3. Depress the test button to the test position, then restart the engine.
The tester will now display an engine I.D. code, and on certain vehicles, a Dynamic Response
code. Then, service codes will be displayed.
For a detailed description of the variety of tests that can be run with the SUPER STAR II,
refer to the instruction manual provided with the tester.
SLOW/FAST
READOUT SWITCH
MEM/REV
BUTlON A12791A
When a service code is reported on the analog voltmeter for a function test, it will represent
itself as a pulsing or sweeping movement of the voltmeter's needle across the dial face of the
voltmeter (Figure 6). Therefore, a single-digit number of three will be reported by three needle
pulses (sweeps). However, as previously stated, a service code is represented by a two-digit
number, such as 2-3. As a result, the Self-Tests service code of 2-3 will appear on the
voltmeter as two needle pulses (sweeps), then, after a two-second pause, the needle will
pulse (sweep) three times.
The Continuous Memory Codes are separated from the Key On Engine Off codes by a six-
second delay, a single half-second sweep, and another six-second delay. They are produced
on the voltmeter in the same manner as the Key On Engine Off codes.
2 NEEDLE PULSES
+ 1 NEEDLE PULSE (SWEEP) .=
1\
1 NEEDLE PULSE (SWEEP) (SWEEPS) FOR
1ST DIGIT
L~I _,
~ SERVICE
CODE
During Self-Test a service code is reported by the "CHECK ENGINE" or "SERVICE ENGINE
SOON" Light. It will represent itself as a flash on the "CHECK ENGINE" or "SERVICE
ENGINE SOON" Light display on the dash panel (Figure 7). A single-digit number of three will
be reported' by three flashes.
The Continuous Memory Codes are separated from the Key On Engine Off codes by a six-
second delay, a single half-second flash, and another six-second delay. They are produced on
the "CHECK ENGINE" or "SERVICE ENGINE SOON" Light display in the same manner as
the Key On Engine Off codes.
"CHECK "CHECK
1/2
ENGINE" ENGINE"
I--SECOND-
OR "SERVICE OR "SERVICE
PAUSE
ENGINE SOON" ENGINE SOON"
1
I 4SECOND PAUSE BETWEEN SERVICE CODES,
WHEN MORE THAN ONE CODE IS INDICATED
A 11517B
Figure 7 "CHECK ENGINE" or "SERVICE ENGINE SOON" Light Output Code Format
While holding in all three buttons, place ignition switch in the ON position. Release
buttons.
5. To initiate Self-Test, jumper STI to SIG RTN at the Self-Test connectors, or use a STAR
Tester and latch the center button in the down position.
A base readout of 4255 indicates that Self-Test has been entered successfully.
- Engine Running
A base readout of 4030 indicates the engine 10 code (one-half the number of engine
cylinders, Le., 30 + 6 cylinders) and that Self-Test has been entered successfully.
6. Service code output will be the right three digits displayed (e.g. PASS code readout:
4011 ).
7. To exit Self-Test, turn ignition switch to OFF and remove jumper or unlatch STAR Tester.
MESSAGE DISPLAY
._.,.-,
11.-"
..
,
INST AVG TRIP /ISELECTI]
ECON ECON DTE DIST
CHECK
ENGINE
[8
SYSTEM
CHECK
A12792-A
The OCIL/TMIL serves a dual purpose on the 7.3L Diesel vehicle with E40D transmissions.
The light stays OFF when the Overdrive Cancel Switch (OSC) is toggled once on the
instrument panel - indicating that the vehicle can attain the overdrive gear position.
The light stays ON when the Overdrive Cancel Switch (OSC) is toggled again on the
instrument panel - indicating that the vehicle is prevented from shifting into the overdrive
gear position.
If the light flashes, then perform Key On Engine Off Self-Test. A code 99 indicates a fault
in the E40D Transmission Electronic Pressure Control (EPC) circuit. The light under this
condition' serves as the Transmission Malfunction Indicator Light (TMIL).
SPECIAL NOTE:
The Continuous Monitor Modes allow the technician to
ATTEMPT to re-create an intermittent fault.
5. Tap, move, and wiggle the suspect sensor and/or harness. When a fault is detected, a
Continuous Memory Code will be stored in memory. This will be indicated as follows
depending on the type of equipment being used:
4. Activate Self-Test, wait 10 seconds, deactivate and reactivate Self-Test. DO NOT shut the
engine off.
6. Tap, move, and wiggle the suspect sensor and/or harness. When a fault is detected, a
Continuous Memory Code will be stored in memory. This will be indicated as follows .
depending on the type of equipment being used:
To clear KAM: Disconnect the negative side of the battery for a minimum of five minutes.
After KAM has been cleared, the vehicle may exhibit certain driveabifity concerns. It will be
necessary to drive the vehicle 10 miles or more to allow the processor to relearn values for
optimum driveability and performance. (Distance is dependent on the vehicle application.)
The purpose of the cylinder balance test is to assist the mechanic in' finding a weak or non-
contributing cylinder. The test is entered by depressing and releasing the throttle within two
minutes after the Engine Running Self-Test code~ have been output. .
. ' .\ . '. .'
Once the test is entered, the idle speed control duty is fixed and the engine is allowed to
stabilize. Engine rpm is measured and stored for later use; Next, th~ fuel is shut off to
cylinder number 4, 6 or 8, depending on engine. After a brief stabilization period the engine
:rpm is again measured and stored. The injector"is turned on' again al')d the process is
repeated for each of the injectors down to one; At this point, the maximum rpm drop that
occurred is selected frqm the table of rpm drops for each cylinder. This maximum rpm drop is
now multiplied by a calibratable percentage. Th~ resulting numbe~ (rpm) is' now used as the'
minimum rpm that each cylinder must have dropped to pass this test. .
If -all cylinders drop at least this amount, then a cod'e 90 is outpu( indicating a pass. No
further testing 'is necessary. 'If a cylinder did nof drop at least this amount, then the cylinder
number would be output. For example, 30 for cylinder number 3. Thi~ indicates that cylinder
number 3is either weak or non-contributing. .
The test can now be repeated a second time if the throttle is depressed and. released within
two minutes of the last code output. This time the maximum rpm drop that occurs is multiplied
by a lower percentage. This number is now used as the minimum rpm drop for each cylinder
to pass this test.
The test can be repeated a third time by depressing and releasing the throttle within two
minutes of the last code output. This time the maximum rpm drop that results is multiplied by
a still lower percentage. This number is now used as the minimum rpm drop for eac~ cylinder
to pass this test.
If all the rpm drops are greater than 30 rpm then a code 90 is output. If cylinder number 3
had failed the first and second level, but passed the third, then it is considered to be a very
weak cylinder. If cylinder number 3 failed the third level then a code 30 would again be
output. In this case, cylinder .number three would be considered a non-contributing cylinder.
"
(Continued)
The Cylinder Balance Test may still be repeated as many times as desired by depressing and
releasing the throttle within two minutes of the last code output. All further testing (Le. 4th, 5th
pass) will be done using the third level percentage.
LEVEL
1 2 3" INDICATION POSSIBLE EEC CAUSES
Indicates a pass, all cylinders
90 X X
contributing equally.
30 90 X Indicates a weak cylinder. Partially clogged injector
Cylinder is firing, but not Injector/harness resistance
contributing as much as the others. out of specification
30 30 90 Same as above, but more severe. Same as above, but more severe
30 30 30 Very weak or dead cylinder. Open or shorted circuit
Loss of injector drive signal
Fully clogged injector
FMEM is an alternate system strategy in the ECA designed to allow improved vehicle drive
should one or more sensor inputs fail.
When a sensor input is perceived to be out-of-limits by the ECA, an alternative strategy will be
initiated.
. The ECA will substitute a fixed in-limit sensor value and will continue to monitor the faulty
sensor input. If the faulty sensor operates within limits, the ECA will return to the normal
engine running strategy.
The "CHECK ENGINE" or "SERVICE ENGINE SOON" Light (MIL)/Message will remain on
when FMEM is in effect.
The "CHECK ENGINE" or "SERVICE ENGINE SOON" light is intended to alert the driver of
certain malfunctions in the EEC-IV system. If the light is on, the driver of the vehicle should
take the car in for service as soon as possible.
NOTE: It is not necessary to Immediately turn the engine off and have the vehicle
towed when the "CHECK ENGINE" or "SERVICE ENGINE SOON" light comes on.
The "CHECK ENGINE" or "SERVICE ENGINE SOON" light will come on while the engine is
operating in Failure Mode Effects Management (FMEM) or Hardware Limited Operation Strategy
(HLOS) modes. The light will stay on as long as the fault causing it is present.
In FMEM mode, the processor is receiving a sensor signal that is outside the limits set by the
calibration strategy. In this mode the processor uses an alternate engine control strategy to
maintain reasonable vehicle operation in spite of the fault. Following is a list of system faults
which will turn on the "CHECK ENGINE" or "SERVICE ENGINE SOON" light in this mode.
The error code associated with this fault is stored in Keep Alive Memory (KAM). If the fault is
no longer present, the light will turn off and the vehicle will return to the normal vehicle
strategy. The error code stored when the light was on is not erased. This code is one of the
Continuous Memory codes, and it can be accessed by running the Key On Engine Off Self-
Test.
HLOS mode is used when the system fault(s) is too extreme for the FMEM mode to handle.
In HLOS mode, all software operations have stopped and the processor is running on
hardware control only. The default strategy for this mode has a minimal calibration strictly to
allow the vehicle to operate until it can be serviced.
Continuous
"CHECK EN~INE" or "SERVICE ENGINE SOON" Light System Fault(s)
Memory Codes
NOTE: When in Self-Test the "CHECK ENGINE" or "SERVICE ENGINE SOON" light is
not limited to Continuous Memory Codes and will also flash the service codes.
The EEC-IV processor transmits the "CHECK ENGINE" message to the message center
through the Data Communications Link (DCl). The message center is used to display the
"CHECK ENGINE" and/or "CHECK DCl" messages.
Service Codes: Service codes can be digitally displayed on the message center when running
Self-Test. (See Appendix: Self-Test)
The "CHECK ENGINE" message is activated when the EEC-IV processor switches to an
alternate strategy of operation. This process is called Failure Mode Effects Management
(FMEM). The "CHECK ENGINE" message is intended to alert the driver of certain
malfunctions in the engine control system.
FMEM Mode: The "CHECK ENGINE" message is displayed and accompanied by a one
second tone every five seconds. The tone is suppressed after one minute.
The "CHECK ENGINE" message will also be activated during an EEC-IV processor Hardware
Limited Operating Strategy (HlOS) mode.
HLOS/DCL Failure: The "CHECK ENGINE" message will be displayed as described in FMEM.
In addition, the message "CHECK DCl" will also be displayed.
If the "CHECK ENGINE" and/or "CHECK DCl" message should come on after the vehicle
has started, RUN Key On Engine Off Self-Test to completion. If the message continues to
remain on, go to Quick Test Step 19.0 I.
Self-Test Automatic Readout- (STAR), Rotunda No. 007-00004 with cable assembly No. 007-
00010. Refer to STAR Tester operation.
DtAL FACE
I.'a:-I.:Q
/lIotu11da_1 - _10. ~N'
V$!FQ'
~on I
~u~~
"."'00"'''
.110<13
~$
~'~
_
,-
01
eeL_ 'feeT .&uTCHIlIIA"tC
Jumper wire.
Vacuum -gauge, Rotunda 059-00008 or equivalent. Range 0-30 in-Hg. Resolution 1 in-Hg.
JUMPER WIRE
A11520-A
Tachometer, Rotunda No. 059-00010 or equivalent. Range 0-6,000 rpm. Accuracy 40 rpm.
Resolution 20 rpm.
BREAKOUT SOX
A11525-A
TACHOMETER
A11523-A
.:. -.
DIGITAL VOLT-OHMMETER
VACUUM PUMP A11526-A
A11524-A
OPTIONAL EQUIPMENT
SUPER Self-Test Automatic Readout II, (SUPER STAR II), Rotunda No. 007-00028.
SUPERSTAR II
A12793A EECIV MONITOR BOX A12794A
r~.-"I
1\
:
17.:
I
.
Electronic Fuel Injection Pressure Gauge EFI/CFI only, Tool T80L-9974-A or equivalent. (Use
instructions. For specific applications, refer to Fuel/Engine Shop Manual Group)
Spark tester (optional modified spark plug with side electrode removed). Tool D81 P-6666-A
or equivalent.
SPARK TESTER
EFI PRESSURE GAUGE A11529-A
A11527-A
N()N.ft()WERED TEST-LAMP
A115A
TIllING LIGHT
Al1U.A
EEC-IV-Engine Supplement-
Passenger Car
Contents
Diagnostic SensorlActuator Reference Values-
Passenger Car 15-1
1.9 EFI
Electrical Schematic 15-3
EEC-IV Module Connector Pin Usage 15-4
Quick Test Codes and Code Definitions : 15-5
1.9L CFI .
Electrical Schematic 15-6
EEC-IV Module Connector Pin Usage 15-7
Quick Test Codes and Code Definitions 15-8
1.9L MA SEFI
Electrical Schematic ................................................................ 15-9
EEC-IV Module Connector Pin Usage 15-10
Quick Test Codes and Definitions 15-12
2.3L OHC EFI
Electrical Schematic............................................................... 15-13
EEC-IV Module Connector Pin Usage 15-14
Quick Test Codes and Code Definitions ; 15-15
2.3L MA EFI
Electrical Schematic............................................................... 15-16
EEC-IV Module Connector Pin Usage 15-17
Quick Test Codes and Code Definitions 15-18
2.3L HSC EFI
Electrical Schematic 15-19
EEC-IV Module Connector Pin Usage ~ 15-20
Quick Test Codes and Code Definitions 15-21
(Continued)
EEC-IV-Engine Supplement-
Passenger Car
Contents
2.5L F~C CFI
Electrical Schematic............................................................... 15-22
EEC-IV Module Connector Pin Usage '.' 15-23
Integrated Controller Schematic 15-25
Integrated Controller Pin Usage 15-26
Quick Test Codes and Code Definitions 15-27
2.9L EFI
Electrical Schematic............................................................... 15-28
EEC-IV Module Connector Pin Usage 15-30
Quick Test Codes and Code Definitions 15-31
3.0L EFI
Electrical Schematic............................................................... 15-32
EEC-IV Module Connector Pin Usage 15-33
Integrated Controller Schematic 15-36
Integrated Controller Pin Usage 15-38
Quick Test Codes and Code Definitions 15-39
3.0L SHO SEFI
Electrical Schematic............................................................... 15-41
EEC-IV Module Connector Pin Usage 15-42
Integrated Controller Schematic 15-44
Integrated Controller Pin Usage 15-45
Quick Test Codes and C<;>de Definitions 15-46
3.8L AXOD SEFI
Electrical Schematic............................................................... 15-48
EEC-IV Module Connector Pin Usage 15-49
Integrated Controller Schematic 15-51
Integrated Controller Pin Usage 15-52
Quick Test Codes and Code Definitions 15-53
(Continued)
EEC-IV~Engine Supplement-
Passenger Car
Contents
3.8L RWD SEFI
Electrical Schematic ; 15-55
EEC-IV Module Connector Pin Usage 15-56
Quick Test Codes and Code Definitions 15-58
3.8L SC SEFI
Electrical Schematic............................................................... 15-59
EEC-IV Module Connector Pin Usage 15-60
Integrated Controller Schematic 15-62
Integrated Controller Pin Usage 15-63
Quick Test Codes and Code Definitions 15-64
5.0L SEFII5.0L MA SEFI
Electrical Schematic :...................................... 15-66
. EEC-IV Module Connector Pin Usage 15-70
Quick Test Codes and Code Definitions 15-78
NOTES: .
The chart below contains typical component values.
Values measured in the field may differ slightly from those shown.
Do not compare reference values found on this chart with monitor-box data. Monitor-box data is measured with
respect to a different reference level in some cases.
Breakout box pin number assignments differ from vehicle to vehicle. Refer to the Pin Usage Chart applicable to the
vehicle being serviced for the correct pin assignments.
Each vehicle application will not have all components listed below.
Pre-condition the engine in the following manner ,before recording any values:
- The' engine should be at a normal operati~g condition.
- Start and run engine at 2000 rpm for two minutes.
Explanations -
Engine coolant temperature must be within the 180-240F (82-116C) temperature range
before measurements are taken.
@ The Knock Sensor output voltage is a variable signal of 300 mV or greater, depending on
the severity of engine knock; background noise is not part of the sensor output.
@ Refer to the Altitude vs. Voltage Chart in Pinpoint Test OF, Section 17 for proper
operating values.
@ Refer to the MAF Sensor Data Chart in Pinpoint Test DC for proper operating valves.
(/) The NOS is open in any gear, but closed in. neutral or park.
If power steering pressure rises above a specified limit, the switch contacts will open and
the ECA will adjust idle speed to compensate for the extra load placed on the engine.
If vehicle is not moving, the speed sensor output to the processor will be zero. The
v~hicle must be moving for the speed sensor to provide information to the processor.
@) Not all applications will use Pin 31 for canister purge. Refer to appropriate Vehicle Pin
Usage Chart.
@ Refer to the Injector Resistance Chart in Pinpoint Test H, Section 17 for the proper
resistance values.
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HEGO OXYGEN SENSOR TEMPERATURE SENSOR SENSOR METER SELFTEST ~
GROUND (HEGO) (ECT) (TP) (BP) (VAFNAT) CONNECTOR ' co
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20 40 60 "U
, TP m
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, VREF
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10M 22K "lU."
INJECTORS
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2 3
, TO IGNITION
COIL(-)
1 21 41
IDLE
SPEED
CONTROL EGR
BYPASS SHUT.QFF TO
AIR (EGR SlO) CANISTER FUEL 4 I. ,
(ISC-BPA) PURGE PUMP
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SOLENOID (CANP
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154 EECIV - Engine Supplement - Passenger Car
1.9L
EEC-IV Module Connector Pin Usage
EFI
1.9L
Quick Test Codes andC~de Definitions
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ RPM unable to achieve Self-Test upper limit
13 r ~ RPM unable to achieve Self-Test lower limit
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
16 r ~ Idle rpm high with ISC off
17 r ~ Idle rpm low with ISC C?ff ,.
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT circuit grounded
19 r ~ Rpm dropped too low during ISC off test
21 or ~ ECT out of Self-Test range'
22 orc ~ BP out of Self-Test range
23 or ~ TP out of Self-Test range
26 or ~ VAF out of Self-Test range
28 or ~ VAT out of Self-Test range
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected - indicates lean
42 r ~ HEGO sensor circuit indicates system rich
42 c ~ No HEGO switch detected - indicates rich
43 c ~ HEGO lean at wide open throttle
47 r ~ Measured airflow low at base idle
48 r ~ Measured airflow high at base idle
51 oc ~ ECT indicated - 40F/circuit open
53 oc ~ TP circuit above maximum voltage
56 oc ~ VAF circuit above maximum voltage
58 oc ~ VAT indicated - 40F/ circuit open
61 oc ~ ECT indicated 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
65 c ~ Never went to closed loop fuel
66 oc ~ VAF circuit below minimum voltage
67 d ~ Neutral Drive Switch (NOS) circuit open/A/C on
67 c ~ Clutch switch circuit failure
68 . oc ~ VAT indicated 254F/circuit grounded
71 c ~ Software reinitialization detected
72 c ~ Power interrupt/reinitialization detected
73 r ~ Insufficient TP change during Dynamic Response Test
76 r ~ Insufficient VAF change during Dynamic Response Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
85 c ~ Adaptive fuel lean limit reached
86 c ~ Adaptive fuel rich limit reached
95 oc ~ Fu.el pump secondary circuit failure
96 oc ~ Fuel pump secondary circuit failure
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuo~s Memory
j
POSITION
TEMPERATURE SENSOR
AIR
CHARGE
TEMPERATURE
MANIFOLD
ABSOLUTE
PRESSURE
PRESSURE
FEEDBACK
EGR (PFE) ...m
~:ONLI
HEGO
GROUND
STARTER
~
SENSOR
E11tW
(HEGO)
0
SENSOR
(ECT)
(TP)
,I I,
SENSOR
(ACT)
SENSOR
(MAP)
,i
SELFTEST
CONNECTOR
SELF-TEST
a....
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J
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INPUT
30 :: RELAY POWER ~
HEGOG - GND 29 7 47-
I
(STI)
49
C
29
7
HEGO
ECT
I 146
I
126 46 27 26
D~
47
TP
"CHECK
ENGINE" 17
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MAP
LIGHT I 48
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45
PFE
27
60-PIN \lREF ~
a
26
20 40 60
51 SIL ~ TO SHIFT INDICATOR LAMP CIRCUIT (MIT ONLY)
SIG RTN T O IGN.
46
17
48
STO/MIL
STI
RUN
........
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4 10M 22~MS I TO IGNITION ~ IG~~~ON n
56 PIP ; - - - - - - --- COIL CIRCUIT INJECTOR
SPOUT ,\ , ONLY
(~
36
IGN GND ' I
16
CASE GND -----------
20
37/57 58
22
INJ J
58
CANP
35
52
EVR
I
35
37
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J 4~ rn
57 VPWR rn
28
21
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ISC(-)
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41
1 21 41
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EEC-IV - Engine Supplement - Passenger Car 15-7
1.9L
EEC-IV Module Connector Pin Usage
CFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
4 11 DG/Y Ignition Diagnostic Monitor 10M
5 16 R/LG Key Power KPWR
7 354 LG/Y Engine Coolant Temperature Sensor ECT
8 787 PK/BK Fuel Pump Monitor FPM
10 347 BK/Y A/C Clutch Compressor ACC
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Output/"CHECK ENGINE" Light STO/MIL
20 57 BK Case Ground CSE GND
21 376 BR/W Idle Speed Control (DC Motor) ISC (+)
22 97 - T/LG Fuel Pump Relay FP
25 357 LG/P Air Charge Temperature Sensor ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG Pressure Feedback EGR PFE
28 265 LG/W Idle Tracking Switch ITS
29 94 DG/P Heated Exhaust Gas Oxygen Sensor . HEGO
30 614 GY/O Neutral Drive Switch .(A/T Only) NOS
35 101 GY/Y Canister Pyrge Solenoid CANP
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GND
41 264 - W/LB Idle Speed Control (DC Motor) ISC (-)
45 358 LG/BK Manifold Absolute Pressure Sensor MAP
46 ~59 BK/W Signal Return (Ground) SIG RTN -
47 355 DG/LG Throttle Position Sensor TP
48 100 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Ground HEGOG
51 224 T/LB Shift Indicator Light (MIT Only) SIL
~
1.9L
Quick Test Codes and Code Definitions
CFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 0 ~ D.C. motor movement not detected
13 r ~ Cannot control rpm during Self-Test low rpm check
13 c ~ D.C. motor did not follow dashpot
14 c ~ PI P circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ Keep Alive Memory (KAM) test failed
16 r ~ Idle rpm high with ISC retracted (OFF)
17 r ~ Idle rpm low with ISC retracted (OFF)
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT circuit grounded
19 r ~ Rpm for EGR test not achieved
21 or ~ ECT sensor input is out of Self-Test range
22 orc ~ MAP sensor input is out of Self-Test range
23 orc ~ TP sensor input is out of Self-Test range
24 or ~ ACT sensor input is out of Self-Test range
31 orc ~ PFE circuit is below minimum voltage
32 rc ~ EPT circuit voltage low (PFE)
33 rc ~ EGR valve opening (PFE) not detected
34 0 ~ Defective PFE sensor
34 rc ~ EPT sensor voltage high (PFE)
35 orc ~ PFE circuit is above maximum voltage
38 c ~ Idle Tracking Switch (ITS) circuit open
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switching detected
42 r ~ HEGO sensor circuit indicates. system rich
51 oc ~ ECT sensor circuit open
53 oc ~ TP sensor input is greater than Self-Test maximum
54 oc ~ ACT sensor circuit open
-,
55 r ~ Keypower circuit open
58 0 ~ Idle Tracking Switch (ITS) circuit open
58 r ~ Idle Tracking Switch (ITS) closed/circuit grounded
61 oc ~ ECT sensor input is less than Self-Test minimum/circuit grounded
63 oc ~ TP sensor input is less than Self-Test minimum
64 oc ~ ACT sensor input is less than Self-Test minimum/circuit grounded
67 or ~ Neutral Drive Switch (NOS) circuit open; A/C input high
68 0 ~ Idle Tracking Switch (ITS) closed/circuit grounded
68 r ~ Idle Tracking Switch (ITS) circuit open
71 c ~ Idle Tracking Switch (ITS) shorted to ground on pre-position
73 0 ~ Insufficient throttle position change
84 or ~ EGR Vacuum Regulator (EVR) circuit failure
85 or ~ Canister Purge (CANP) circuit failure
87 orc ~ Fuel pump primary circuit failure
93 0 ~ TP sensor input low at maximum D.C. motor extension
95 oc ~ Fuel pump circuit open - ECA to motor ground
96 oc ~ Fuel pump circuit open - battery to ECA
98 r ~ Hard fault is present
99 r ~ EEC .system has not learned to control idle, ignore Codes 12 and 13
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
;:
IOCNTlFlCATION OCTANE EXHAUST
HEGO SENSOR ADJUST' GAS OXyGEN
COOLANT POSITION AIR CHARGE FEEDBACK MASS SPEED
AT
~~~~~
TEMP SENSOR SENSOR TEMP SENSOR EGR (PFE) AIRFLOW SENSOR SELFTEST
f ~ m
GROUND (CIO) IOCT ADJ 1) (ECT) (TP) (ACT) (IF EOUIPPED) SENSOR (VSS)
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o SELFTEST
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26~
9 MAF RTN
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6 VSS DIF (.)
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SIG RTN ~
4
6 --
8 D~A(-)
DATA (+) n
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STI
48~ 10 SHIFT
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EDIS
COIL 2
COIL 1
Ii 10 IGNITION
START/RUN
I VRS.(\::.::=====~..:'. ~lnl -=
:
IGN G N D '
SAW
PIP
nm-- i
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II .
, ,
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IGNITION
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1 21 41 56 10M ------- 7 ~
4 INJ-4 I I I I
13 INJ.3
12 INJ.2
59iNJi
2 INJECTORS 3 4
58-
EVR 37/57
33 FP
22)SC
21 PWR
37 VPWR
57 10 IGNITION
RELAY
EGR (BAIT + IN START/RUN)
R~~~~T~R ---------1
(EVR) I
(IF EOUIPPED) HEDF FAN I
5~ ~~~i
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DAVE GRAHAM INC. 2012
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AI3589-A
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CD
1510 EECIV -Engine Supplement - Passenger Car
1.9L
EEC-IV Module Connector Pin Usage MA
SEFI
Pin Circuit Wire Color Application Abbreviations
1 330 Bl/R Keep Alive Power KAPWR
3 159 W/BK Vehicle Speed Sensor (+) VSS (+)
4 153 R Ignition Diagnostic Monitor 10M
6 57 Bl Vehicle Speed Sensor (-) VSS (~)
1.9L
EEC-IV Module Connector Pin Usage MA
SEFI
Pin Circuit Wire Color Application 'Abbreviations
48 119 LG/Y Self-Test Input STI
Heated Exhaust Gas Oxygen Sensor
49 59 BK HEGO GND
Ground
50 143 BR/BK 'Mass Air Flow MAF
53 154 LG/R Shift Indicator Light SIL
54 702 BL/BK - WOT A/C Cut-out WAC
56 69 GR/W Profile Ignition Pick-up PIP
57 101 W/R Vehicle Power VPWR
58 106 Y Injector 1 INJ 1
59 116 GR/R Injector 2 INJ 2
60 999 BK/GR Power Ground PWR GND
1
40
20
000000000031
0000,000000
@ 500000000000
300000000000
100000000000
41
21
1
11
1~9L
Quick Test Codes and Code Definitions MA
SEFI
SERVICE CODE . SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ Spark Angle Word (SAW) circuit failure
18 c ~ 10M circuit failure/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
19 c ~ CID circuit failure
21 or ~ ECT out of Self-Test range
23 or ~ TP out of Self-Test range
24 or ~ ACT out of Self-Test range
26 or ~ MAF out of Self-Test range
29 c ~ Insufficient input from Vehicle Speed Sensor (VSS)
31 orc ~ PFE circuit below minimum voltage
32 rc ~ PFE circuit voltage low
33 rc ~ EGR valve opening not detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Exhaust Pressure high/PFE circuit voltage high
35 orc ~ PFE circuit above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
45 c ~ Coil 1 primary circuit failure
46 c ~ Coil 2 primary circuit failure
51 oc ~ ECT indicated - 40F/circuit open
53 oc ~ TP circuit above maximum voltage
54 oc ~ ACT indicated - 40F/circuit open
56 orc ~ MAF circuit above maximum voltage
61 oc ~ ECT indicates 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicates 254F/circuit grounded
66 rc ~ MAF below minimum voltage
67 or ~ Neutral Drive Switch (NOS) circuit open
67 c ~ Clutch switch circuit failure
72 r ~ Insufficient MAF change during Dynamic Response Test
73 r ~ Insufficient throttle position change during Dynamic Response Test
74 r ~ Brake ON/OFF circuit failure/not actuated during Self-Test
77 r ~ Brief WOT not sensed during SelfTest!operator error
79 0 ~ A/C ON/defrost on during Self-Test
83 0 ~ High Speed Electro Drive Fan (HEDF) circuit failure
84 or ~ EGR Vacuum Regulator (EVR) circuit failure
87 oc ~ Fuel pump primary circuit failure
88 0 ~ Electro Drive Fan (EDF) circuit failure
95 oc ~ Fuel pump secondary circuit failure
96 oc ~ Fuel pump secondary circuit failure
98 r ~ Hard fault is present - FMEM mode
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
Mil CLUTCH
HEATED
EXHAUST ENGINE THROTTLE
MANIFOLD
' ABSOLUTE
POWER
EGR VALVE STEERING BRAKE
..m
~
n
n
<:
I
rn
I 30 ENGAGE
SWITCH
HEGO GAS OXYGEN
SENSOR
GROUND
SENSOR
(HEGO)
COOLANT
(ECT)
POSITION
(TP)
AIR CHARGE PRESSURE KNOCK POSITION PRESSURE ON-OFF
TEMPERATURE SENSOR TEMP. SENSOR SENSOR SENSOR SENSOR
(ACT) (MAP) (KS) (EVP)
SWITCH
(PSPSj
SWITCH
(BOO/
SELF-TEST
CONNECTOR ....
.......
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ca
5"
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STARTER
RELAY NEUTRAL
GEAR
S~~TCH I '~'~t'1~'J
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HEGO RUN ::::s
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RUN
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22
58 INJBANKl
59 INJBANK2
3353 r-------------
~~ ~
CCO
EGRV
1 21 41
I
37~
21 ISC
V_PW
57_ _R
I r--37/57-~.gl~-~33~,l1-J~53t~:~~-~--ll..-------..,..........:------~--.:~------
I
I CONVERTER
CLUTCH
- TO
FUEl
37/57
I
22
OVERRIDE PUMP
SOlENOID
(CCO)
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1 I\APWR
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DAVE GRAHAM INC. 2012
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15-14 EEC-IV - Engine Supplement - Passenger Car
2.3L
EEC-IV Module Connector Pin Usage OHC
EFI
'MUSTANG'
Pin Circuit Wire Color Application Abbreviations
1 38 BK/O Keep Alive Power KAPWR
2 810 R/LG Brake On/Off BOO
3 330 Y/LG Power Steering Pressure Switch PSPS
4 11 DG/Y Ignition Diagnostic Monitor IDM
7 354 LG/Y Engine Coolant Temperature ECT
10 347 BK/Y A/C Clutch Compressor ACC
16 259 BK/O Ignition Ground IGN GND
17 657 T Self-Test Output/"CHECK ENGINE" Light STO/MIL
20 57 BK Case Ground CSE GND
21 264 W/LB Idle Speed Control - Bypass Air ISC-BPA
22 97 T/LG Fuel Pump FP
23 310 Y/R Knock Sensor KS
24 348 LG/P A/C Demand ACD
25 162 LG/R Air Charge Temperature ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG EGR Valve Position EVP
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 771 PlY Neutral Drive Switch (A/T Only) NDS
30 771 PlY Neutral Gear Switch and Clutch Engage
Switch (MIT Only) NGS & CES
33 360 D~ Exhaust Gas Recirculation Vent EGRV
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GND
45 358 LG/BK Manifold Absolute Pressure Sensor MAP
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 209 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
52 362 Y Exhaust Gas Recirculation Control EGRC
53 237 O/Y Clutch Converter Override (A/T Only) CCO
54 73 O/LB W.O.T. A/C Cut Off WAC
56 349 DB Profile Ignition Pick-Up PIP
57 361 A Vehicle Power VPWR
58 96 T/O- Injector Bank 1 INJ Bank 1
59 95 T/R Injector Bank 2 INJ Bank 2
60 60 BK/LG Power Ground PWR GND
2.3L
Quick Te~t Codes and Code Definitions OHC
EFI
SERVICE CODE SERVICE C.ODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
16 r ~ Rpm too low to perform EGO test
18 c ~ 10M circuit f~ilure/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ ECT out of Self-Test range
22 orc ~ MAP out of Self-Test range
23 or ~ TP out of Self-Test range
24 or ~ ACT out of Self-Test range
25 r ~ Knock not sensed during Dynamic Response Test
31 orc ~ EVP circuit below minimum voltage
32 r ~ EGR not controlling
33 r ~ EGR valve not returning to closed position
34 r ~ EGR valve opening not detected
35 r ~ Rpm too low to perform EGR test
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich ,
51 oc ~ ECT indicated - 40F/circuit open
52 0 ~ PSPS circuit open
53 oc ~ TP circuit above maximum voltage
54 oc ~ ACT indicated - 40F/circuit open
61 oc ~ ECT indicated 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicated 254F/circuit grounded
67 0 ~ Neutral Drive Switch (NOS) circuit open/A/C ON
72 r ~ Insufficient MAP change during Dynamic Response Test
73 r ~ Insufficient TP change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit open/not actuated during test
75 r ~ Brake On/Off (BOO) circuit closed/ECA input open
77 r ~ Brief WOT not sensed during Self-Test/Operator error
83 0 ~ EGRC solenoid circuit failure
84 0 ~ EGRV solenoid circuit failure
87 0 ~ Fuel pump primary circuit failure
89 0 ~ Converter Clutch Override (CCO) circuit failure
98 r ~ Hard fault is present - FMEM mode
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test. codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
'ifd
START
'G SW N N:~TRAL
rn
.....
DRIVE
SWIlCH
~
AfT
~
~
STARTER
RELAY ......n~
.....
C
(MIL) (IJ
n
f :::r
60-PIN
~
a
20 40 60
TO
IGNITION
RUN .......
C
n
, .... ---------" ~
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ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
AlC OEM.
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CYCLIC
PRESSURE SWITCH fit
A13585-A' CD
SWITCH
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EECIV - Engine Supplement - Passenger Car 1517
2.3L
EEC-IV Module Connector Pin Usage MA
EFI
MUSTANG
Pin Circuit Wire Color Application Abbreviations
1 38 BY/O Keep Alive Power KAPWR
2 810 R/LG Brake On/Off BOO
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DGIY Ignition Diagnostic Monitor IDM
6 563 O/Y Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temperature ECT
8 787 PK/BK Fuel Pump Monitor FPM
9 701 W/P Data Communications Link (-) Data (-)
10 883 PK/LB A/C Cyclic Switch ACCS
14 967 DB/O Mass Air Flow MAF
15 968 T/LB Mass Air Flow Return MAF RTN
16 259 BK/O Ignition Ground IGN GND
17 657 T Self-Test Output/"SERVICE ENGINE SOON" Light STO/MIL
20 57 BK Case Ground CASE GND
21 264 W/LB Idle Speed Control - Bypass Air ISC-BPA
22 97 T/LG Fuel Pump FP
23 310 Y/R Knock Sensor KS
24 330 Y/LG Power Steering Pressure Switch PSPS
25 162 LG/R Air Charge Temperature ACT
26 351 O/W Voltage Reference VREF
27 352 BR/LG EGR Valve Position EVP
28 702 W/BK Data Communications Link (+) Data (+)
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 771 PlY Neutral Drive Switch (AiT Only) NDS
31 101 GY/Y Canister Purge CANP
Neutral Gear Switch and Clutch Engage
30 771 PlY
Switch (MIT Only)
NGS & CES
2.3L
Quick Test Codes and Code Definitions MA
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc System PASS
12 r Cannot control rpm during Self-Test high rpm check
13 r Cannot control rpm during Self-Test low rpm check
14
15
c
0 PIP circuit failure
ECA Read Only Memory (ROM) test failure
15
16
c
r
ECA Keep Alive Memory (KAM) test failed
Rpm to low to perform EGO test
18
18
r
c SPOUT circuit open
IDM circuit failure/SPOUT circuit grounded
19
21
0
or Failure in ECA internal voltage
ECT out of Self-Test range
22 orc
BP out of Self-Test range
23
24
or
or TP out of Self ~ Test range
ACT out of Self-Test range
25 r
Knock not sensed during Dynamic Response Test
26
29
or
c Mass Air Flow out of Self-Test range
Insufficient input from VSS
31 orc
EVR circuit below minimum voltage
32
33
orc
rc EVP voltage below closed limit
EGR valve opening not detected
34 orc EVP voltage above closed limit
35 orc EVP circuit above maximum voltage
41 r HEGO sensor circuit indicates system lean
41
42
c
r
No HEGO switch detected
HEGO sensor circuit indicates system rich
51
52
oc
0
ECT indicated - 40F/ circuit open
PSPS circuit open
53 oc TP' circuit above maximum voltage
54 oc ACT indicated - 40F/ circuit open
56 oc Mass Air FLow circuit above maximum voltage
61 oc ECT indicated 254F/circuit grounded
63 oc TP circuit below minimum voltage
64 oc ACT indicated 254F/circuit grounded
66 rc Mass Air Flow circuit below minimum voltage
67
72
0
r Neutral Drive Switch (NDS) circuit open
Insufficient MAF change during Dynamic Response Test
73
74
r
r Insufficient TP change during Dynamic Response Test
Brake On/Off (BOO) circuit failure/not actuated during test
77
79
r
0
Brief WOT not sensed during Self-Test/Operator error
A/C on/defrost on during Self-Test
84 0 EVR solenoid circuit failure
85 0 CANP solenoid circuit failure
86 0 3-4 Shift Solenoid circuit failure
87
89
0
0 Fuel pump primary circuit failure
Converter Clutch Override (CCO) circuit failure
95
96
oc
oc Fuel Pump Secondary Circuit failure
Fuel Pump Secondary Circuit failure
98
NO CODES
r
Hard fault is present - FMEM mode
Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED
KEY: 0 =
Key On Engine Off (KOEO)
Service codes displayed are not applicable to the vehicle being tested
r = Engine Running (ER) c = Continuous Memory
...
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15-20 EEC-IV - Engine Supplement - Passenger Car
2.3L
EECIV Module Connector Pin Usage HSC
EFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWA
3 150 DG/W Vehicle Speed Sensor (+) VSSDIF (+)
4 11 DG/Y Ignition Diagnostic Monitor 10M
6 563 O/Y Vehicle Speed Sensor VSSDIF (-)
7 354 LG/Y Engine Coolant Temperature Sensor ECT
8 787 PK/BK Fuel Pump Monitor FPM
10 198 T/Y A/C Cycling Switch ACCS
16 259 BK/O Ignition Ground IGN GND
Self-Test Outputl"CHECK ENGINE" or
17 201 T/R
"SERVICE ENGINE SOON" Light STO/MIL
2.3L
Quick Test Codes and Code Definitions HSC
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS -.
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ROM test failure
15 c ~ Keep Alive Memory (KAM) test failure
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ ECT sensor input is out of Self-Test range
22 orc ~ MAP sensor input is out of Self-Test range
23 or ~ TP sensor input is out of Self-Test range
24 or ~ ACT sensor input is out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (V$S)
31 orc ~ PFE circuit is below minimum voltage
32 rc ~ PFE circuit volt~ge low
33 rc ~ EGR valve opening not detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Excessive exhaust back pressure/PFE circuit voltage high
35 orc ~ PFE circuit is above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switching detected
42 r ~ HEGO sensor circuit indicates system rich
51 oc ~ ECT sensor circuit open
52 0 ~ PSPS circuit is open
52 r ~ PSPS always staying open or closed .
53 oc ~ TP sensor input is greater than Self-Test maximum voltage
54 oc ~ ACT sensor circuit open
61 oc ~ ECT sensor circuit grounded
63 oc ~ TP sensor input is less than Self-Test minimum voltage
64 oc ~ ACT sensor circuit grounded
67 0 ~ Neutral Drive Switch (NOS) circuit open; A/C ON
72 r ~ Insufficient MAP change during Dynamic Response Test
73 r ~ Insufficient TP change during Dynamic Response Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
82 0 ~ Air Management 1 (AM 1) circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Fuel pump primary circuit failure
95 oc ~ Fuel pump circuit open/ECA to motor ground
96 oc ~ Fuel pump circuit open/battery to ECA
98 r ~ Hard fault is present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
,
GAS COOLANT THRonLE AIR CHARGE ABSOLUTE VALVE STEERING VEHICLE SPEED
1
IGN. OXYGEN TEMP. POSITION TEMP. PRESSURE POSITION PRESSURE SPEED CONTROL
START SW. HEGO SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR SWITCH SENSOR COM SW.
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20 40 60 RUN
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344 10M
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36 IGN GND
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EECIV - Engine Supplement - Passenger Car 1523
2.5L
EEC-IV Module Connector Pin Usage FLC
CFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
2 810 R/LG Brake On/Off BOO
3 150 DG/W Vehicle Speed Sensor (+) VSS (+)
4 11 DG/Y Ignition Diagnostic Monitor 10M
5 16 R/LG Key Power KPWR
6 563 O/Y Vehicle Speed Sensor (-) VSS (-)
7 354 LG/Y Engine Coolant Temperature ECT
8 787 PK/BK Fuel Pump Monitor FPM
9 695 BK/O Data (-) Data (-)
10 883 PK/LB A/C Cycling Switch ACCS
13 144 O/Y Vehicle Speed Control Solenoid SOL (+)
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Outl"Check Engine" Light STO/MIL
20 57 BK Case Ground CSE GND
21 382 Y/BK Idle Speed Control (DC Motor) ISC (+)
22 97 T/LG Fuel Pump Fp
23 330 Y/LG Power Steering Pressure Switch PSPS
24 209 W/R Idle Tracking Switch ITS
25 357 LG/P Air Charge Temperature ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG EGR Valve Position EVP
28 696 O/BK Data (+) Data (+)
29 94 DG/P Heated Exhaust Gas Oxygen (Sensor) HEGO
30 199 LB/Y Neutral Drive Switch NOS
31 101 GY/Y Canister Purge Solenoid CANP
33 360 DG EGR Vacuum Regulator (Solenoid) EVR
34 305 LB/PK Data Output Link DOL
35 146 W/PK Speed Control Vent (Solenoid) SCVNT
36 324 Y/LG Spark Out SPOUT
37 361 R Vehicle Power VPWR
39 461 0 Speed Control Command Switch Ground SCCS GND
(Continued)
2.5L
EEC-IV Module Connector Pin Usage FLC
CFI
Pin Circuit Wire Color Application Abbreviations
40 60 BK/LG Power Ground PWR GND
41 377 W Idle Speed Control - (DC Motor) ISC (-)
42 145 GY/BK Speed Control Vacuum (Solenoid) SCVAC
45 358 LG/BK Manifold Absolute Pressure (Sensor) MAP
46 359 BK/W Signal Return (Ground) SIG RTN
47 355 DG/LG Throttle Position (Sensor) TP
48 200 W/BK Self-Test Input STI
Heated Exhaust Gas Oxygen (Sensor)
49 89 0 HEGO GND
Ground
50 151 LB/BK Speed Control Command Switch SCCS
52 639 PK High Electro Drive Fan HEDF
54 331 R Wide Open Throttle (WOT) A/C Cut Off WAC
55 197 T/O Electro Drive Fan (Low) EDF
56 349 DB Profile Ignition Pick-up PIP
57 361 R Vehicle Power VPWR
58 95 T/A Injector INJ
60 60 BK/LG Power Ground PWR GND
,
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ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
2.5L
Integrated Controller Pin Usage FLC
CFI
Pin Circuit Color Application Abbreviations
1 181 BRIO EDF Power Into Controller Batt (+)
2 181 BRIO EDF Power Into Controller Batt (+)
3 228 BRIY H/EDF Power to Fan PTF
4 228 BR/Y H/EDF Power to Fan PTF
5 787 PK/BK Power to the Pump PTP
6 38 BK/O HEDF Power Into Controller Batt (+)
7 38 BK/O HEDF Power Into Controller Batt (+)
8 37 Y Battery Voltage (Power Relay) Batt (+)
12 38 BK/O Power to WOT AIC Cutoff PT/WAC
13 16 R/LG Keypower KPWR
14 197 T/O EDF Circuit EDF
15 60 BK/LG Vehicle Ground PWR GND
16 57 BK AIC Ground AIC GND
17 639 PK HEDF Circuit HEDF
18 97 T/LG Fuel Pump Circuit FP
21 883 PK/LB AIC Power ACCS
22 331 R WOT AIC Cut Off WAC
23 347 BK/Y A/C Power to Clutch Coil PTAC
24 361 R Vehicle Power VPWR
2.5L
Quick Test Codes and Code Definitions FLC
CFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 0 ~ D.C. motor movement not detected
13 r ~ Cannot control rpm during Self-Test low rpm check
13 c ~ D.C. motor does not follow dashpot
14 c ~ PIP circuit failure
15 0 ~ ECA ROM test failure
15 c ~ ECA Keep Alive Memory (KAM) test failed
16 r ~ Idle rpm high with ISC retracted/off
17 r ~ Idle rpm low with ISC retracted/off
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT circuit grounded
21 or ~ ECT sensor out of Self-Test range
22 orc ~ MAP sensor out of Self-Test range
23 orc ~ TP sensor out of Self-Test range
24 or ~ ACT sensor out of Self-Test range
29 c ~ Insufficient input from Vehicle Speed Sensor (VSS)
31 orc ~ EVP circuit below minimum voltage
32 orc ~ EVP voltage is below closed limit
33 rc ~ EGR valve opening not detected
34 orc ~ EVP voltage above closed limit
35 orc ~ EVP circuit above maximum voltage
38 c ~ Idle Tracking Switch (ITS) circuit open
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
51 oc ~ ECT sensor indicated - 40F/circuit open
52 0 ~ PSPS circuit is open
52 r ~ PSPS circuit did not change states
53 oc ~ TP sensor circuit above maximum voltage
54 oc ~ ACT sensor indicated - 40F/circuit open
55 r ~ Keypower circuit open
58 0 ~ Idle Tracking Switch circuit open
58 r ~ Idle Tracking Switch closed/circuit grounded
61 oc ~ ECT sensor indicated 254F/circuit grounded
63 oc ~ TP sensor circuit below minimum voltage
64 oc ~ ACT sensor indicated 254F/circuit grounded
67 0 ~ Neutral Drive Switch (NOS) circuit open; A/C ON
67 c ~ Clutch switch circuit failure
68 0 ~ Idle Tracking Switch (ITS) failed closed/circuit grounded
68 r ~ Idle Tracking Switch (ITS) circuit failed open
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
2.5L
Quick Test Codes and Code Definitions FLC
CFI
SERVICE CODE SERVICE CODE DEFINITION
71 c ~ Idle Tracking Switch (ITS) Shorted-To-Ground on pre-position
72 c ~ Power interruptlreinitialization detected
73 0 ~ Insufficient throttle position change
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
83 0 ~ High speed electro drive fan (HEDF) circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Primary fuel pump circuit failure
88 0 ~ Electro-drive fan (EDF) circuit failure
93 0 ~ TP sensor input low at maximum D.C. motor extension
95 oc ~ Fuel pump secondary circuit failure
96 oc ~ Fuel pump secondary circuit failure
99 r ~ EEC system has not learned to control idle, ignore Codes 12 and 13
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
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59~
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ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTORS
SCHEMATIC MAY NOT REPRESENT ALL TRUE CONNECTOR SHAPES A13586-A
.... r- ...A.
U'I
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1530 EECIV - Engine Supplement - Passenger Car
2.9L
EEC-IV Module Connector Pin Usage
EFI
Pin Circuit Wire Color Application Abbreviations
1 54-28 BK/BL Keep Alive Power KAPWR
3 2 Y/BR Vehicle Speed Sensor (Hall Effect) VSS
7 31B-75 BR/GN Engine Coolant Temperature ECT
10 54-47 BK/Y A/C Clutch ACCS
15 31B-28 BR/BL 314 Shift Solenoid 314 SS
16 31-29 BR Ignition Ground IGN GND
17 31B-40 BR/GR Self-Test Output STO
18 546 BK/R Brake ON/OFF BOO
19 54-50 BK/GR Kick Down Switch KDS
20 31-49 BR Case Ground CSE GND
21 31 B-73 BR/Y Idle Speed Control (Bypass Air) ISC8PA
22 9-25 BL/R Fuel Pump FP
23 - - Octane Adjust OCT ADJ.
25 31 B-17 BR/Y Air Charge Temperature ACT
26 31B20 BR/BK Reference Voltage VREF
28 31-29 BR Idle Adjust IDLE ADJ.
29 9-40 BL/W Heated Exhaust Gas Oxygen Sensor - Right HEGO-R
30 318-30 8R/W Neutral Drive Switch (Auto Trans Only) NOS
31 318-10 8R/W Canister Purge Solenoid CANP
34 318-34 BR/Y Data Output Link DOL
36 9-18 BL/R Spark Output SPOUT
37 16-6 BK Vehicle Power VPWR
40 31-29 BA Power Ground PWR GND
43 9-39 BL/BK Heated Exhaust Gas Oxygen Sensor - Left HEGO-L
45 31B-76 BA/Y Manifold Absolute Pressure (Sensor) MAP
46 31-75 BA Signal Return SIG RTN
47 31 B-13 BA/GA Throttle Position (Sensor) TP
48 9-20 BL/GA Self Test Input STI
49 31-31 BA Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
53 31B-39 BA Converter Clutch Override CCO
54 31B-35 BR/GA Wide-Open Throttle (WOT) A/C Cutoff WAC
56 9-17 BL/Y Profile Ignition Pickup PIP
57 15-6 BK Vehicle Power VPWR
58 3173 BA Injector Bank 1 INJ Bank 1
59 31-74 BA Injector Bank 2 INJ Bank 2
60 31-29 BA Power Ground PWR GND
2.9L
Quick Test Codes and Code Definitions
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Unable to control rpm during Self-Test high rpm check
13 r ~ Unable to control rpm during Self-Te"st low rpm check
14 c ~ PI P circuit failure
15 0 ~ ECA ROM test failure
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
19 0 ~ Failure in EEC internal voltage
21 or ~ ECT sensor out of Self-Test range
22 orc ~ MAP sensor out of Self-Test range
23 or ~ TP sensor out of Self-Test range
24 or ~ ACT sensor out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switching detected
42 r ~ HEGO sensor circuit indicates system rich
51 oc ~ ECT sensor indicates 254F/circuit grounded
53 oc ~ TP sensor circuit above maximum voltage
54 oc ~ ACT sensor indicates - 40F/circuit open
57 0 ~ Octane Adjust service pin in use
59 0 ~ Idle Adjust service pin in use
61 oc ~ ECT sensor indicated 254F/circuit grounded
63 oc ~ TP sensor circuit below minimum voltage
64 oc ~ ACT sensor indicated 254F/circuit grounded
67 0 ~ Neutral Pressure Switch (NPS) circuit open; A/C ON
72 r ~ Insufficient MAP output change during Dynamic Response Test
73 r ~ Insufficient TP output change during Dynamic Response Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ .Primary fuel pump circuit failure
89 0 ~ Clutch converter override (CCO) circuit failed
91 r ~ HEGO sensor indicates system lean
91 c ~ No HEGO switching detected
92 r ~ HEGO sensor indicates system rich
98 r ~ Hard fault is present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
" KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
4/3
19 THS 12
r:.- - - ,
I
I
I HEGO
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HEATED
EXHAUST
GAS OXYGEN
SENSOR
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ENGINE
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TEMP. till , tIl M
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50~ ENGINE"
LIGHT
6'{SS DIF(-)
3 VSS DIF(+1
2 BOO TO IGNITION
RUN
46~
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28~
48~
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CONNECTOR
INJECTORS OF
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35 SCVNT BATT+'-~ <:
~S8 1
42 SCVAC A/C OEM CYCLIC
13 SOL(+) 'I SW. PRES. SW I
31 CANP rn
33 EVR ~
21 ISC BPA CO
37 VPWR S'
57 VPWR CD
en
C
"'0
"'0
52 HEDF
55 EDF
INERTIA
SWITCH .----4.....--+.---U...++--1!------1I-....J CD
3
-I
8 FPM CALIF. ONLY CD
1 KAPW
~
40 PWR GND
60 PWR GND 40 1
"
39 SCCS GND
10 AC S BATIERY DJ
(I)
rn~
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
54 WAC (I)
I INTEGRATED CD
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTORS
54
I
RELAY
CONTROLLER' -nO ~
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"EXCEPT 3.0L EFI PROBE /4EAT)
'REFER TO INTEGRATED CONTROLLER IN THIS SECTION A9133F --r- ...
CD
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DJ
EECIV - Engine Supplement - Passenger Car 1533
3.0'L
EEC-IV Module Connector Pin Usage
EFI
Probe
Pin Circuit Wire Color Application Abbreviations
1 84 Bl/R Keep Alive -Power KAPWR
3 241 BK/R Vehicle Speed Sensor (+) VSS DIF (+)
4 730 GR Ignition Diagnostic Monitor 10M
6 247 BK/Bl Vehicle Speed Sensor (-) VSS DIF (-)
7 724 Y/R Engine Coolant Temperature Sensor ECT
8 703 W/Bl Fuel Pump Monitor FPM
9 742 0 Data Communications Link (-) DATA (-)
10 176 PK/BK A/C Cycling Switch ACC
16 750 W, Ignition Ground IGN GND
17 _ 727 W/Bl Self-Test Outputl"CHECK ENGINE" Light STO/Mll
21 710 W/R Idle Speed Control-Bypass Air ISC-BPA
22 179 Bl/GR Fuel Pump FP
24 718 BR/R Power Steering Pressure Switch .. PSPS
25 726 Y Air Charge Temperature Sensor ACT
26 813 lG/R Reference Voltage VREF
27 725 Y/Bl Pressure Feedback EGR (California only) PFE
28- 741 O/Y Data Communications Link (+) DATA (+)
29 94 GR/R Heated Exhaust Gas Oxygen Sensor HEGO
30 716 R/Bl Neutral Drive Switch (AID NOS
30 716 R/Bl Neutral Gear and Clutch Engage- Switch (MIT) NGS and CES
31 709 W/BK Canister Purge Solenoid CANP
33 708 W EGR Vacuum Regulator Solenoid (California only) EVR
34 777 BK/GR Data Output Link DOL
36 752 R Spark Output SPOUT
37 702 R/BK Vehicle Power VPWR
40 61 B~(/W Power -Ground PWR GND
45 711 W/GR Manifold Absolute Pressure Sensor MAP
46 829 lG/Y Signal Return Ground SIG RTN
47 ~15 lG/BK Throttle Position Sensor TP
48 200 W/R Self-Test Input STI
49 89 BK/lG Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
52 177 PK High Electro-Drive Fan HEDF
54 175 -A Wide Open Throttle A/C Cut-off WAC
55 178 Y/GR Electro Drive Fan (Low) EDF
56 751 BK Profile Ignition Pi~k-up PIP
57 702 R/BK Vehicle Power' VPWR
~8 706 Y Injector Bank 1 INJ Bank 1
59 705 Y/BK Injector Bank 2 INJ Bank 2
60 60 BK/Y Power Ground PWR GND
3.0L
EEC-IV Module Connector Pin Usage
EFI
3.0L
~EC~IV Module Connector Pin Usage EFI
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FPM
8
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VOLTAGE
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CLUTCH
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10 ACCS ~ ) 21 SOLID
STATE
1 21 41 54 WAC \ \ 22 RELAY
--r- ..
UI
W
......
15-38 EEC-IV - Engine Supplement - Passenger Car
3.0L
Integrated Controller Pin Usage
EFI
Pin Circuit Color Applications Abbreviations
1 181 BRIO Power to EDF Relay PT/EDF
1 181 BRIO Power to Cooling Fan (Probe Only) PTF
2 181 BRIO Power to EDF Relay PT/EDF
2 181 BRIO Power to Cooling Fan (Probe Only) PTF
3 228 BR/Y Power to Cooling Fan PTF
3 228 BR/Y Power to Fan Relays (Probe Only) PTR
4 228 BR/Y Power to Cooling Fan PTF
4 228 BR/Y Power to Fan Relays (Probe Only) PTR
5 787 PK/BK Power to Fuel Pump PTP
6 38 BK/O Power to HEDF Relay PT/HEDF
6 38 BK/O Power to Cooling Fan (Probe Only) PTF
7 38 BK/O Power to HEDF Relay PT/HEDF
7 38 BK/O Power to Cooling Fan (Probe Only) PTF
8 37 Y Battery to EEC Relay BATT (+)
12 38 BK/O Power to WOT A/C Cut Off PT/WAC
13 16 R/LG Key Power KEY PWR
14 197 T/O EDF Circuit EDF
15 60 BK/LG Power Ground PWR GRD
16 57 BK A/C Clutch Ground PWR GRD
17 639 PK HEDF Circuit HEDF
18 97 T/LG Fuel Pump FP
21 883 PK/LB A/C Cyclic Switch ACCS
22 331 R WOT A/C Cut Off WAC
23 347 BK/Y Power to A/C PTAC
24 361 R Vehicle Power VPWR
3.0L
Quick Test Codes and Code Definitions
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS ".
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm d~rjng Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ROM test failure
15 c ~ Keep Alive Memory (KAM) test failure
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21. or ~ ECT sensor input is out of Self-Test range
22 orc ~ MAP sensor input is' out of Self-Test range
23 or ~ TP sensor input is out of Self-Test range -
24 or ~ ACT sensor input is out of Self-Test range
25 r ~ KS sensor signal is not sensed during Dynamic Response Test
29 c ~ Insufficient input from the Vehicle"Speed Sensor (VSS)
31 orc ~ PFE circuit is below minimum voltage
32 rc ~ PFE circuit voltage low
33 rc ~ EGR valve opening (PFE) not detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Excessive exhaust back pressure/PFE circuit voltage high
35 orc ~ PFE circuit" is above maximum voltage
39 c ~ AXOD lock-up failed
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switching detected
42 r ~ HEGO sensor circuit indicates system rich
51 oc ~ ECT sensor circuit open
52 0 ~ PSPS circuit is open
52 r ~ PSPS always staying open or closed
53 oc ~ TP sensor input is greater than Self-Test maximum voltage
54 oc ~ ACT sensor circuit open
57 c ~ AXOD Neutral Pressure Switch (NPS) circuit failed open
59 c ~ AXOD 4/3 pressure switch circuit failed open
61 oc ~ ECl sensor circuit grounded
62 0 ~ AXOD 4/3 or 3/2 pressure switch circuit grounded
63 oc ~ TP sensor input is less than Self-Test minimum voltage
64 oc ~ ACT sensor circuit grounded
67 0 ~ Neutral Pressure Switch (NPS) circuit closed; A/C ON
69 c ~ AXOD 3/4 pressure switch circuit failed open
72 r ~ Insufficient MAP output change during Dynamic Response Test
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
3.0L
Quick Test Codes and Code Definitions
EFI
SERVICE CODE SERVICE CODE DEFINITION
73 r ~ Insufficient TP output change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
83 0 ~ High speed electro drive fan (HEDF) circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Fuel pump primary circuit failure
88 0 ~ Electro-drive fan (EDF) circuit failure
89 a ~ Lock-Up Solenoid (LUS) circuit failure
95 oc ~ Fuel pump circuit open/ECA to motor ground
96 oc ~ Fuel pump circuit open/Battery to ECA
98 r ~ Hard fault is present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test _codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicl~ being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
'Us'~;;:c~"! Q ~~ ~~ ~ ~ ,. ~
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CLUTCH ENGAGE
SWITCH
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POWER
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POWER
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RUN
CIRCUIT
7
46
46
46
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46
25
46 30 46
45
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26
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BAnERY
1.10HM
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10 I f-. a+tH-+t+-+-+--'
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SWITCH PRESSURE
EDF SWITCH
LOW FUEL PUMP RELAY
FIIFI PlIMP RFLAY
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Cl)CI)rA
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DAVE GRAHAM INC. 2012
fTJ:C
412787-8
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15-42 EEC-IV - Engine Supplement - Passenger Car
3.0L
EEC-IV Module Connector Pin Usage SHO
SEFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
2 330 Y/LG Power Steering Pressure Switch PSPS
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 395 GY/O Ignition Diagnostic Monitor 10M
5 810 R/LG Brake On/Off BOO
6 563 O/Y Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temperature ECT
9 968 T/LB Mass Air Signal Return MAF RTN
10 883 PK/LB A/C Clutch Signal ACCS
11 144 O/Y Vehicle Speed Control Solenoid SOL (+)
12 557 BR/Y Injector #3 INJ 3
13 558 BR/LB Injector #4 INJ 4
14 559 T/LB Injector #5 INJ 5
15 560 LG Injector #6 INJ 6
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Outputl"Check Engine Light" STO/MIL
18 929 PK Octane Adjust OCT ADJ
19 787 PK/BK Fuel Pump Monitor FPM
20 57 BK Case Ground CASE GND
21 68 O/BK Idle Speed Control Bypass Air ISC
22 97 T/LG Low Fuel Pump Relay LFP
23 310 Y/R Knock Sensor KS
24 795 DG Cylinder Identification Sensor CID
25 357 LG/P Air Charge Temperature Sensor ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG Pressure Feedback EGR PFE
28 151 LB/BK Speed Control Command Switch SCCS
29 94 DG/P Heated Exhaust Gas Oxygen - Rear HEGO-R
(Continued)
3.0L
EEC-IV Module Connector Pin Usage SHO
SEFI
Pin Circuit Wire Color Application Abbreviations
30 480 PlY Clutch Switch CES
31 101 GY/Y Canister Purge CANP
32 965 LG/p Intake Air Control Solenoid lAC
33 360 DG EGR Valve Regulator EVR
35 146 W/PK Speed Control Vent (Solenoid) SCVNT
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
39 461 0 Speed Control Command Switch Ground SCCS GND
40 60 BK/LG Power Ground PWR GND
41 926 LB/O High Fuel Pump Relay HFP
43 90 DB/LG Heated Exhaust Gas Oxygen - Front HEGO-F
45 358 LG/BK Barometric Absolute Pressure BAP
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 200 W/BK Self-Test Input STI
49 89 0 Heated EGO Sensor Ground HEGO GND
50 967 DB/O Mass Air Flow Sensor MAF
51 145 GY/BK Speed Control Vacuum (Solenoid) SCVAC
54 331 R Wide Open Throttle A/C Cutoff WAC
55 197 TID Electro-Drive Fan EDF
56 349 DB Profile Ignition Pick-Up PIP
57 361 R Vehicle Power VPWR
58 555 T Injector #1 INJ 1
59 556 W Injector #2 INJ 2
60 60 BK/LG Power Ground PWR GND
a FPM
~VPWR ;1
1.1 I\.
\1..10
IDLE FUEL
PUMPRELAV
5
INERTIA
SWITCH ic.
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DAVE GRAHAM INC. 2012
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CONTROlLER HARNESS CONNECTOR CONTROlLER MODULE CONNECTOR CD
~
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A12788-8
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~
EECIV - Engine Supplement - Passenger Car 1545
3.0L
Integrated Controller Pin Usage SHO
SEFI
Pin Circuit Color Applications Abbreviations
1 38 BK/O Power to EDF Relay PT/EDF
2 38 BK/O Power to EDF Relay PT/EDF
3 181 BRIO Power to Cooling Fan PTF
4 181 BRIO Power to Cooling Fan PTF
5 787 PK/BK Power to Fuel Pump PTP
8 37 Y Battery to EEC Relay BAIT (+)
10 922 W/R Power to Low Fuel Pump Relay PT/LFP
11 926 LB/O High Fuel Pump H/FP
12 38 BK/O Power to WOT AI C Cut Off PT/WAC
13 16 R/LG Key Power- KEY PWR
14 197 TIO EDF Circuit EDF
15 57 BK Power Ground PWR GRD
16 57 BK AIC Clutch Ground PWR GRD
18 97 T/LG Low Fuel Pump L/FP
21 883 PK/LB AIC Cyclic Switch ACCS
22 331 R WOT AIC Cut Off WAC
23 347 BK/Y Power to AIC PTAC
24 361 R Vehicle Power VPWR
3.0L
Quick Test Codes and Code Definitions SHO
SEFI
......
SERVICE CODE SERVICE CODE DEFINITION
11 orc System PASS
12 r Unable to control rpm during Self-Test high rpm check
13
14
r
c ... Unable to control rpm during Self-Test low rpm check
PIP circuit failure
15
15
0
c .... ECA ROM test failure
ECA Keep Alive Memory (KAM) test failed
.....
18 r SPOUT circuit open
18 c 10M circuit failure SPOUT circuit grounded
19 c CID circuit failed
21
22
or
oc .... ECT sensor out of Self-Test range
BP sensor .out of Self-Test range
23
24
or
or .... TP sensor out of Self-Test range
ACT sensor out of Self-Test range
25
26
r
or ... KS sensor not sensed during Dynamic Response Test
MAF sensor out of Self-Test range
29
31
c
orc .... Insufficient input from Vehicle Speed Sensor (VSS)
PFE circuit below minimum voltage
.....
32 rc PFE circuit voltage low
33 rc EGR valve opening not detected
34 0 PFE sensor voltage out of range
.....
34 rc Exhaust back pressure high/PFE circuit voltage high
35 orc PFE circuit above maximum voltage
41 r HEGO sensor circuit indicates system lean (rear HEGO)
...
41 c No HEGO switching detected (rear HEGO)
42 r HEGO sensor circuit indicates system rich (right HEGO)
45
46
c
c .... Coil 1 primary circuit failure
Coil 2 primary circuit failure
.....
48 c Coil 3 primary circuit failure
49 c . SPOUT signal defaulted to 10 degrees BTDC/SPOUT circuit open
51 oc ECT sensor indicated 254F I circuit grounded
.....
52 0 PSPS circuit is open
52 r PSPS circuit did not change states
53 oc TP sensor circuit above maximum voltage
.....
54 oc ACT sensor indicates - 40F/circuit open
56 oc MAF sensor input is greater than maximum voltage
59 oc Low speed fuel pump circuit open (battery to ECA)
61
63
oc
oc ... ECT sensor indicated 254F/circuit grounded
TP sensor circuit below minimum voltage
...
64 oc' ACT indicated 254F/circuit grounded
66 c MAF sensor input is less than minimum voltage
67 0 Neutral Pressure Switch (NPS) circuit closed; A/C ON
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
3.0L
Quick Test Codes and Code Definitions SHO
SEFI
SERVICE CODE SERVICE CODE DEFINITION
72 r ~ Insufficient MAF output change during Dynamic Response Test
73 r ~ Insufficient TP output change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
79 0 ~ A/e on/Defrost on during Self-Test
81 0 ~ lAS circuit failure
83 oc ~ Low speed primary fuel pump circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Primary fuel pump circuit failure
88 0 ~ Electro-Drive Fan (EDF) circuit failure
91 r ~ HEGO sensor indicates system lean (front - HEGO)
91 c ~ No HEGO switching detected (front - HEGO)
92 r ~ HEGO sensor indicates system rich (front - HEGO)
95 oc ~ Fuel pump secondary circuit failure
96 oc ~ High speed fuel pump circuit open
98 r ~ Hard fault is present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
....rn
SENSOR SENSOR ENGINE MANIFOLD POWER
(HEGOF) (HEGO-A) COOLANT THROTTLE ABSOLUTE STEERING VEHICLE
TEMP POSITION PRESSURE PRESSURE PRESSURE SPEED SPEED
SENSOR SENSOR FEEDBACK SENSOR SWITCH CONTROL SENSOR SELF-TEST
(ECT) EGR (PFEj (MAPj (PSPSj COM SW (VSSj VBATT + CONNECTOR
~
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INPUT ...~
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EECIV - Engine Supplement - Passenger Car 1549
3.8L
EEC-IV Module Connector Pin Usage AXOD
SEFI
Car Lines
Taurus/Sable Continental
Pin Application Abbreviations
Wire Wire
Crt. # Crt.#"
Color Color
3.8L
EEC-IV Module Connector Pin Usage AXOD
SEFI
Car Lines
Taurus/Sable Continental Application Abbreviations
Pin
Crt.#: Wire Crt.#: Wire
Color Color
36 324 Y/LG 324 Y/LG Spark Output SPOUT
37 361 R 361 R Vehicle Power VPWR
39 461 0 461 0 Speed Control Command Switch Ground SCCS GND
40 60 BK/LG 60 BK/LG Power Ground PWR GND
41 639 PK 639 PK High Electro Drive Fan HEDF
Heated Exhaust Gas Oxygen
43 94 DG/P 94 DG/P
Sensor - Front
HEGO-F
44 696 O/BK 696 O/BK Data Communications Link (+) DATA (+)
45 358 LG/BK 358 LG/BK Manifold Absolute Pressure Sensor MAP
46 359 BK/W 359 BK/W Signal Return Ground SIG RTN
47 355 DG/LG 355 DG/LG Throttle Position Sensor TP
48 200 W/BK 200 W/BK Self Test Input STI
49 89 0 89 0 Heated EGO Ground HEGO GND
50 787 PK/BK 787 PK/BK Fuel Pump Monitor FPM
51 145 GY/BK 145 GY/BK Speed Control Vacuum Solenoid SCVAC
53 . 224 T/LB 224 T/LB Lock-Up Solenoid (Transmission) LUS
54 331 R 331 R Wide Open Throttle (WOT) A/C Cut Off WAC
55 197 T/O 197 T/O Electro Drive Fan - Low EDF
56 349 DB 349 DB Profile Ignition Pick-Up PIP
57 361 R 361 R Vehicle Power VPWR
58 555 T 555 T Injector #1 INJ 1
59 556 W 556 W Injector #:2 INJ 2
60 60 BK/LG 60 BK/LG Power Ground PWR GND
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15-52 EEC-IV - Engine Supplement - Passenger Car
3.8L
Integrated Controller Pin Usage AXOn
SEFI
Pin Circuit Color Applications Abbreviations
1 181 BRIO Power to EDF Cooling Fan PT/EDF
2 181 BRIO Power to EDF Cooling Fan PT/EDF
3 38 BK/O Power to Cooling Fan Relay PTF
4 38 SKID Power to Cooling Fan Relay PTF
5 787 PK/BK Power to Fuel Pump PTP
6 228 BR/Y Power to HEDF Cooling Fan PT/HEDF
7 228 SR/Y Power to HEDF Cooling Fan PT/HEDF
8 37 Y Battery to EEC Cooling Fan BATT (-)
12 38 BK/O Power to WOT A/C Cut Off PT/WAC
13 16 R/LG Key Power KEY PWR
14 197 TID EDF Circuit EDF
15 60 BK/LG Power Ground PWR GRD
16 321 GY/W AIC Clutch Ground PWR GAD
17 639 PK HEDF Circuit HEDF
18 97 T/LG Fuel Pump FP
21 348 LG/P A/C Cyclic Switch ACCS
22 331 R WOT A/C Cut Off WAC
23 347 BK/Y Power to A/C PTAC
24 361 R Vehicle Power VPWA
3.8L
Quick Test Codes and Code Definitions AXOD
SEFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System. PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ROM test failure
15 c ~ Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ 10M circuit failure/SPOUT. circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ ECT sensor input is out of Self-Test range
22 orc ~ MAP sensor input is out of Self-Test range
23 or ~ TP sensor input is out of Self-Test range
24 or ~ ACT sensor input is out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS).
31 orc ~ PFE circuit is below minimum voltage
32 rc ~ PFE circuit voltage is low
33 rc ~ EGR valve opening (PFE) is not detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Excessive exhaust back pressure/PFE circuit voltage high
35 orc ~ PFE circuit is above maximum voltage
39 c ~ AXOD lock-up failed
41 r ~ HEGO sensor circuit indicates system lean (right HEGO)
41 c ~ No HEGO switching detected (right HEGO)
42 r ~ HEGO sensor circuit indicates system rich (right HEGO)
51 oc ~ ECT sensor circuit open
52 0 ~ PSPS circuit is open
52 r ~ PSPS always staying open or closed
53 oc ~ TP sensor input is greater than Self-Test maximum voltage
54 oc ~ ACT sensor circuit open
57 c ~ AXOD Neutral Pressure Switch (NPS) circuit failed open
59 0 ~ AXOD 4/3 pressure switch circuit failed closed
59 c ~ AXOD 4/3 pressure switch circuit failed open
61 oc ~ ECT sensor circuit grounded
63 oc ~ TP sensor input is less than Self-Test minimum voltage
64 oc ~ ACT sensor circuit grounded
67 0 ~ AXOD Neutral Pressure Switch (NPS) circuit failed closed/A/C ON
68 orc ~ AXOD Transmission Temperature Switch (TIS) failed open
69 0 ~ AXOD 3/2 pressure switch circuit failed closed
69 c ~ AXOD 3/4 pressure switch circuit failed open
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
3.8L
Quick Test Codes and Code Definitions AXOD
SEFI
SERVICE CODE SERVICE CODE DEFINITION
70 c ~ ECA data communications link (DCl) circuit failure
71 c ~ Cluster Control Assembly (CCA) circuit failed
72 c ~ Message Center Control Assembly (MCCA) circuit failed
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
79 0 ~ A/C on/Defrost on during Self-Test
83 0 ~ High speed electro drive fan (HEDF) circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Fuel pump primary circuit failure
88 0 ~ Electro-Drive Fan (EDF) circuit failure
89 0 ~ lock-Up Solenoid (lUS) circuit failure
91 r ~ HEGO sensor circuit indicates system lean (left HEGO)
91 c ~ No HEGO switching detected (left HEGO)
92 r ~ HEGO sensor circuit indicates system rich (left HEGO)
95 oc ~ Fuel pump circuit open/ECA to motor ground
96 oc ~ Fuel pump circuit open/Battery to ECA
98 r ~ Hard fault present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
I
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15-56 EEC-IV - Engine Supplement - Passenger Car
3.8L
EEC-IV Module Connector Pin Usage RWD
SEFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DG/Y Ignition Diagnostic Monitor IDM
5 511 LG Brake On/Off BOO
6 359 BK/W Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temperature ECT
8 696 O/BK Data Communications Link (-) DATA (-)
10 883 PK/LB A/C Cycling Switch ACCS
11 144 O/Y Vehicle Speed Control Solenoid SOL (+)
12 557 BR/Y Injector #3 INJ 3
13 558 BR/LB Injector #4 INJ 4
14 559 T/LB Injector #5 INJ 5
15 560 LG Injector #6 INJ 6
16 259 BK/O Ignition Ground IGN GND
Self-Test Output and "Check Engine"
17 382 Y/BK STO/MIL
Light
20 57 BK Case Ground CSE GND
21 69 R/LG Idle Speed Control - Bypass Air ISC- BPA
22 97 T/LG Fuel Pump FP
25 357 LG/P Air Charge Temperature ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG Pressure Feedback EGR PFE
28 151 LB/BK Speed Control Command Switch SCCS
Heated Exhaust Gas Oxygen
29 96 T/O HEGO-R
Sensor - Right
30 32 R/LB Neutral Drive Switch NDS
31 101 GY/Y Canister Purge CANP
33 360 DG EGR Vacuum Regulator EVR
34 305 LB/PK Data Output Link DOL
35 146 W/PK Speed Control Vent Solenoid SCVNT
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
39 57 BK Speed Control Ground SCGND
40 60 BK/LG Power Ground PWR GND
(Continued)
3.8L
EEC-IV Module Connector Pin Usage RWD
SEFI
Pin Circuit Wire Color Application Abbreviations
Heated Exhaust Gas Oxygen
43 95 T/R HEGO- L
Sensor - Left
44 695 BK/O Data Communications Link (+) DATA (+)
45 356 DB/LG Manifold Absolute Pressure Sensor MAP
46 359 BK/W Signal Return SIG/RTN
47 355 DG/LG Throttle Position Sensor TP
48 209 W/R Self-Test Input STI
Heated Exhaust Gas Oxygen Sensor
49 89 0 HEGO G
Ground
50 787 PK/BK Fuel Pump Monitor FPM
51 145 GY/BK Speed Control Vacuum Solenoid SCVAC
54 73 O/LB W.O.T. A/C Cut Off WAC
56 349 DB Profile Ignition Pick-Up PIP
57 361 A Vehicle Power VPWR
58 555 T Injector #1 INJ 1
59 556 W Injector #2 INJ 2
60 60 BK/LG Power Ground PWR GND
....
DAVE GRAHAM INC. 2012
ALL RIGHTS RESERVED
15-58 EEC-IV - Engine Supplement - Passenger Car
3.8L
Quick Test Codes and Code Definitions RWD
SEFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ IDM circuit failure/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ ECT out of Self-Test range
22 orc ~ MAP out of Self-Test range
23 or ~ TP out of Self-Test range
24 or ~ ACT out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
31 orc ~ PFE circuit below minimum voltage
32 rc ~ PFE circuit voltage low
33 rc ~ EGR valve opening NOT detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Exhaust pressure high/PFE circuit voltage high
35 orc ~ PFE circuit above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean (right HEGO)
41 c ~ No HEGO switch detected (right HEGO)
42 r ~ HEGO sensor circuit indicates system rich (right HEGO)
51 oc ~ ECT indicated - 40F/ circuit open
53 oc ~ TP circuit above maximum voltage
54 oc ~ .ACT indicated - 40F/circuit open
61 oc ~ ECT indicated 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicated 254F/circuit grounded
67 0 ~ Neutral Drive Switch (NDS) circuit open
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
79 0 ~ A/C on/Defrost on during Self-Test
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Fuel pump primary circuit failure
91 r ~ HEGO sensor circuit indicates system lean (left HEGO)
91 c ~ No HEGO switching detected (left HEGO)
92 r ~ HEGO sensor circuit indicates system rich (left HEGO)
95 oc ~ Fuel pump secondary circuit failure
96 oc ~ Fuel pump secondary circuit failure
98 r ~ Hard fault is present - FMEM mode
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
-30
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DAVE GRAHAM INC. 2012
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15-60 EEC-IV - Engine Supplement - Passenger Car
3.8L
EEC-IV Module Connector Pin Usage SC
SEFI
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
2 275 Y A/C Pressure Cut-Off Switch APCS
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DG/Y Ignition Diagnostics Monitor IDM
5 511 LG Brake On/Off BOO
6 359 BK/W Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG(Y Engine Coolant Temperature Sensor ECT
9 968 T/LB Mass Air Signal Return MAFRTN
10 883 PK/LB A/C Clutch Signal ACCS
11 144 O/Y Vehicle Speed Control Solenoid SOL (+)
12 557 BR/Y Injector #3 INJ 3
13 558 BR/LB Injector #4 INJ 4
14 559 T/LB Injector #5 INJ 5
15 560 LG Injector #6 INJ 6
16 796 LB Ignition Ground IGN GND
17 382 Y/BK Self-Test Outputl"Check Engine Light" STO
18 359 BK/W Octane Adjust OCTADJ
19 787 PK/BK Fuel Pump Monitor FPM
20 57 BK Case Ground CASE GND
21 69 R/LG Idle Speed Control ISC
22 97 T/LG Fuel Pump FP
23 310 Y/R Knock Sensor KS
24 795 DG Cylinder Identification Sensor CID
25 357 LG/P Air Charge Temperature Sensor ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG Pressure Feedback EGR PFE
28 151 LB/BK Speed Control Command Switch SCCS
Heated Exhaust Gas Oxygen
29 96 T/O HEGO-R
Sensor - Right
30 32 R/LB Neutral Drive Switch NDS
31 101 GY/Y Canister Purge CANP
32 836 O/W Air Suspension Control ACL
33 360 DG EGR Valve Regulator EVR
35 146 W/PK Speed Control Vent Solenoid SCVNT
(Continued)
3.8L
EEC-IV Module Connector Pin Usage SC
SEFI
Pin Circuit Wire Color Application Abbreviations
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
39 465 W/LB Speed Control Command Switch Ground SC GND
40 60 BK/LG Power Ground PWR GND
41 639 PK High Electro Drive Fan HEDF
43 95 T/R Heated Exhaust Gas Oxygen Sensor - Left HEGO-L
45 356 DB/LG Barometric Pressure Sensor BP
46 359 BK/W Signal Return Ground SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 209 W/R Self-Test Input STI
49 89 0 HEGO Sensor Ground HEGO GND
50 967 DB/O Mass Air Flow Sensor MAF
51 145 GY/BK Speed Control Vacuum (Solenoid) SCVAC
53 462 P Shift Indicator Light SIL
54 331 R Wide Open Throttle AIC Cut Off WAC
55 197 TIO Electro-Drive Fan EDF
56 349 DB Profile Ignition Pick-up PIP
57 361 R Vehicle Power VPWR
58 555 T Injector # 1 INJ 1
59 556 W Injector #2 INJ 2
60 60 BK/LG Power Ground PWR GND
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EEC-IV - Engine Supplement - Passenger Car 15-63
3.8L
Integrated Controller Pin Usage SC
SEFI
Pin Circuit Color Applications Abbreviations
1 228 BA/Y Low Speed Fan PT/EDF
2 228 BA/Y Low Speed Fan PT/EDF
3 038 BK/O Vehicle Power PTF
4 038 BK/O Vehicle Power PTF
6 181 BAlD High Speed Fan PT/HEDF
7 181 BRIO High Speed Fan PT/HEDF
8 37 Y Battery to EEC Aelay BATT (+)
12 175 BK/Y Power to WOT A/C Cut Off PT/WAC
13 16 R/LG Key Power KEY PWR
14 197 TID EDF Circuit EDF
15 57 BK Power Ground PWA GAD
16 321 W/P A/C Clutch Ground PWA GAD
17 639 PK HEDF Circuit HEDF
21 . 883 PK/LB A/C Cyclic Switch ACCS
22 331 A WOT A/C Cut Off WAC
23 347 BK/Y Power to A/C Clutch Coil PTAC
24 361 A Vehicle Power VPWR
3.8L
Quick Test Codes and Code Definitions SC
SEFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Unable to control rpm during Self-Test high rpm check
13 r ~ Unable to control rpm during Self-Test low rpm check
14 c -~ PIP circuit failure
15 0 ~ ECA ROM test failure
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ IDM circuit failure/SPOUT circuit grounded
19 c ~ CID circuit failed
21 or ~ ECT sensor out of Self-Test range
22 oc ~ BP sensor out of Self-Test range
23 or ~ TP sensor out of Self-Test range
24 or ~ ACT sensor out of Self-Test range-
25 r ~ KS sensor not sensed during Dynamic Response Test
26 or ~ MAF sensor out of Self-Test range
29 c ~ Insufficient input from Vehicle Speed Sensor (VSS)
31 orc ~ PFE circuit below minimum voltage
32 rc ~ PFE circuit voltage low
33 rc ~ EGR valve opening not detected
34 0 ~ PFE sensor voltage out of range
34 rc ~ Exhaust back pressure high/PFE circuit voltage high
35 orc ~ PFE circuit above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean (right HEGO)
41 c ~ No HEGO switching detected (right HEGO)
42 r ~ HEGO sensor circuit indicates system rich (right HEGO)
45 c ~ Coil 1 primary circuit failure
46 c ~ Coil 2 primary circuit failure
48 c ~ Coil 3 primary circuit failure
49 c ~ SPOUT signal defaulted to 10 degrees BTDC/SPOUT circuit open
51 oc ~ ECT sensor indicated 254F/Circuit grounded
52 0 ~ PSPS circuit is open
52 r ~ PSPS circuit did not change states
53 oc ~ TP sensor circuit above maximum voltage
54 oc ~ ACT sensor indicates - 40F/Circuit open
56 oc ~ MAF sensor input is greater than maximum voltage
61 oc ~ ECT indicated 254F/Circuit grounded
63 oc ~ TP sensor circuit below minimum voltage
64 oc ~ ACT indicated 254F/Circuit grounded
66 c ~ MAF sensor input is less than minimum voltage
67 0 ~ Neutral Drive Switch (NDS) circuit closed; A/C ON
67 c ~ Clutch switch circuit failure
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
3.8L
Quick Test Codes and Code Definitions SC
SEFI
SERVICE CODE SERVICE CODE DEFINITION
72 r ~ Insufficient MAF output change during Dynamic Response Test
73 r ~ Insufficient TP output change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit failure - not actuated during Self-Test
77 r ~ Brief WOT not sensed during Self-Test/Operator error
79 0 ~ A/C on/Defrost on during Self-~est
82 0 ~ Supercharger bypass circuit failure
83 0 ~ High speed electro-drive fan circuit failure
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
85 0 ~ Canister Purge (CANP) circuit failure
87 oc ~ Primary fuel pump circuit failure
88 0 ~ Electro-Drive Fan (EDF) circuit failure
91 r ~ HEGO sensor indicates system lean (left HEGO)
91 c ~ No HEGO switching detected (left HEGO)
92 r ~ HEGO sensor indicates system rich (left HEGO)
95 oc ~ Fuel pump secondary circuit failure
96 oc ~ Fuel pump secondary circuit failure'
98 r ~ Hard fault is present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
~ ~
(HEGO) (ECT) (TP) (ACT) SENSOR (MAP) (EVP) (SCCS) (VSS) BATT + CONNECTOR 22
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RH HEATED
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ENGINE
COOLANT
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POSITION CONTROL SPEED
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20 CASE GND " ..---------~
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DAVE GRAHAM INC. 2012
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RH HEATED
EXHAUST ENGINE THRonLE
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-OR-. EGR VALVE MASS VEHICLE :.
SWITCH
STARTER
HEGO
GAS OXYGEN GAS OXYGEN
SENSOR SENSOR
COOLANT
TEMP SENSOR
POSITION AIR CHARGE
SENSOR TEMP SENSOR
BAROMETRIC POSITION
PRESSURE SENSOR
AIR FLOW
(MAF)
SPEED
SENSOR SELFTEST
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125
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1126
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DAVE GRAHAM INC. 2012
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1570 EEC-IV - Engine Supplement - Passenger Car
5.0L
EEC-IV Module Connector Pin Usage
SEFI
NON MASS AIR: CROWN VICTORIA, GRAND MARQUIS, MARK VII
Car Lines
Crown Victoria!
Mark VII Grand Marquis
Wire Wire
Pin Crt. # Color Crt. # Color Application Abbreviations
5.0L
EEC-IV. Module Connector Pin Usage
SEFI
NON MASS AIR: CROWN VICTORIA, GRAND MARQUIS, MARK VII
Car Lines
Crown Victorial
Mark VII Grand Marquis
Wire Wire
Pin Crt. # Color Crt. # Color Application Abbreviations
39 199 LB/Y 679 GY/BK Speed Control Command Switch Ground SCCS GND
40 60 BK/LG 60 BK/LG Power Ground PWR GND
41 144 O/Y 144 O/Y Vehicle Speed Control Solenoid SOL (+)
42 561 T/O 561 T/O Injector #7 INJ 7
Heated Exhaust Gas Oxygen
43 90 DB/LG 90 DB/LG HEGO-L
Sensor - Left
45 356 DB/LG 358 LG/BK Manifold Absolute Pressure Sensor MAP
46 359 BK/W 359 BK/W Signal Return SIG RTN
47 355 DG/LG' 355 DG/LG Throttle Position Sensor TP
48 209 W/R 200 W/BK Self-Test Input STI
49 89 0 89 0 Heated EGO Ground HEGO GND
50 151 LB/PK 151 .LB/BK . Speed Control Command Switch secs
51 100 W/R 100 W/R Air Management 1 AM1
52 562 LB 562 LB Injector #8 INJ 8
54 73 O/LB 73 O/LB Wide Open Throttle A/C Cut Off WAC
56 349 DB 349 DB Profile Ignition Pick-Up PIP
57 361 R 361 R Vehicle Power VPWR
58 555 T 555 ~
T Injector #1 INJ 1
59 556 W 556 W Injector #2 INJ 2
60 60 BK/LG 60 BK/LG Power Ground PWR GND
5.0L
EEC-IV Module Connector Pin Usage MA
SEFI
MASS AIR: CROWN VICTORIA/GRAND MARQUIS
5.0L
EEC-IV Module Connector Pin Usage MA
SEFI
MASS AIR: CROWN VICTORIA/GRAND MARQUIS
5.0L
EEC-IV Module Connector Pin Usage. MA
SEFI
MASS AIR: MUSTANG
5.0L
EEC-IV Module Connector Pin Usage MA
SEFI
MASS AIR: MUSTANG
5.0L
EEC-IV Module Connector Pin Usage MA
/NON MA
. SEFI
TOWN CAR
5.0L
EEC-IV Module Connector Pin Usage MA
/NON MA
SEFI
TOWN CAR
...
SERVICE CODE SERVICE CODE DEFINITION
11 orc System PASS
12 r Cannot control rpm during Self-Test high rpm check
13'
14 c
15 0
r
....
Cannot control rpm during Self-Test low rpm check
PIP circuit failure
ECA Read Only Memory (ROM) test failed
15 c
16 r ..
ECA Keep Alive Memory (KAM) test failed
Rpm too low to perform EGO test
......
18 r SPOUT circuit open
18 c IDM circuit failure/SPOUT circuit grounded
19 0 Failure in ECA internal voltage
21 or ECT out of Self-Test range
22 oc
23 or ..
MAP/BP out of Self-Test range
TP out of Self-Test range
24 or
26 or ...
ACT out of Self-Test range
MAF out of Self-Test range (MA only)
29 c
31 orc ..
Insufficient input from the Vehicle Speed Sensor (VSS)
EVP circuit below minimum vOlta~e
32 orc
33 rc ..
EVP voltage below closed limit ( ONIC)
EGR valve opening not detected (SONIC)
....
34 orc EVP voltage above closed limit (SONIC)
35 orc EVP circuit above maximum voltage
41 r HEGO sensor circuit indicates system Jean (right HEGO)
41 c No HEGO switch detected (right HEGO)
42 r
44 r ..
HEGO sensor circuit indicates system rich (right HEGO)
Thermactor air system inoperative (right side)
.....
45 r Thermactor air upstream during Self-Test
46 r Thermactor air not bypassed during Self-Test
51 oc ECT indicated - 40F/circuit open
53 oc TP circuit above maximum voltage
54 oc
56 oc ..
ACT indicated - 40F/circuit open
MAF circuit above maximum voltage (MA only)
61 oc
63 oc ..
ECT indicated 254F/circuit grounded
TP circuit below minimum voltage
64 oc
66 c ..
ACT indicated 254F/circuit grounded
MAF circuit below minimum voltage (MA only)
67 0
74 r
75 r
...
Neutral Drive Switch (NDS) circuit open
Brake ON/OFF (BOO) circuit open/not actuated during Self-Test
Brake ON/OFF (BOO) circuit closed/ECA input open
77 r
79 0 ..
Brief WOT not sensed during Self-Test/Operator error
A/C on/Defrost on during Self-Test
81 0
82 0 ..Air Management 2 (AM2) circuit failure
Air Management 1 (AM1) circuit failure
84 0
85 0 ..
EGR Vacuum Regulator (EVR) circuit failure
Canister Purge (CANP) circuit failure
87 oc
91 r ..
Fuel pump primary circuit failure
HEGO sensor circuit indicates system lean (left HEGO)
91 c
92 r ..
No HEGO switching detected (left HEGO)
HEGO sensor circuit indicates system rich (left HEGO)
94 r
95 oc
96 oc
...
Thermactor air system inoperative (left side)
Fuel pump secondary circuit failure
Fuel pump secondary circuit failure
..
98 r Hard fault is present - FMEM mode
NO CODES Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
EEC-IV-Engine Supplement -
Light Truck
Contents
Diagnostic SensorI Actuator Referen~e Values - Truck 16-1
2.3L EFI
Electrical Schematic 16-3
EEC-IV Module Connector Pin Usage 16-5
Quick Test Code and Code Definitions 16-6
2.9L EFI
Electrical Schematic 16-7
EEC-IV Module Connector Pin Usage 16-8
Quick Test Code and Code Definitions 16-9
2.9L MA EFI
Electrical Schematic............................................................... 16-1 0
EEC-IV Module Connector Pin Usage 16-11
Quick Test Code and Code Definitions 16-12
3.0L EFI
Electrical Schematic............................................................... 16-13
EEC-IV Module Connector Pin Usage 16-14
Quick Test Code and Code Definitions 16-15
4.0L MA EFI
Electrical Schematic............................................................... 16-16
EEC-IV Module Connector Pin Usage 16-17
Quick Test Code and Code Definitions 16-19
(Continued)
EEC-IV-Engine Supplement -
Light Truck
Contents
4.9L EFI
Electrical Schematic............................................................... 16-20
EEC-IV Module Connector Pin Usage 16-21
Quick Test Code and Code Definitions 16-25
5.0L EFI
Electrical Schematic............................................................... 16-27
EEC-IV Module Connector Pin Usage 16-28
Quick Test Code and Code Definitions 16-30
5.8L EFI
Electrical Schematic 16-31
EEC-IV Module Connector Pin Usage 16-32
Quick Test Code and Code Definitions 16-36
7.3L E40D Diesel
Electrical Schematic 16-38
EEC-IV Module Connector Pin Usage 16-39
Quick Test Code and Code Definitions 16-41
7.5L EFI
Electrical Schematic............................................................... 16-42
EEC-IV Module Connector Pin Usage 16-43
Quick Test Code and Code Definitions 16-47
NOTE:
The chart below contains typical component values.
Values measured in the field may differ slightly from those shown.
Do not compare reference values found on this chart with monitor-box data. Monitor-box data is measured with
respect to a different reference level in some cases.
Breakout box pin number assignments differ from vehicle to vehicle. Refer to Jhe Pin Usage Chart applicable
to the vehicle being serviced for the correct pin assignments.
Each vehicle application will not have all components listed below.
Pre-condition the engine in the following. manner before recording any values:
- The engine should be. at a normal operating condition.
- Start and run engine at 2000 rpm for two minutes.
Explanations -
CD If the clutch is pedal down, the switch is closed. If the clutch is pedal up, the switch is
open.
Engine coolant temperature must be within the 180-240F (82-116C) temperature range
before measurements are taken.
o The Knock Sensor output voltage is a variable signal of 300 mV or greater, depending on
the severity of engine knock; background noise is not part of the sensor output.
@) Refer to the Altitude vs. Voltage Chart in Pinpoint Test OF, Section 17 for proper
operating values.
Refer to the MAF Sensor data chart in Pinpoint Test OC for proper operating values.
If power steering pressure rises above a specified limit, the switch contacts will open and
the ECA will adjust idle speed to compensate for the extra load placed on the engine.
If vehicle is not moving, the speed sensor output to the processor will be zero. The
vehicle must be moving for the speed sensor to provide information to the processor.
@ Not all applications will use pin 31 for canister purge. Refer to appropriate vehicle pin
usage chart.
QJ) Idle Speed Bypass resistance is typically 9.5 to 11.5 ohms, except on 5.0L F-Series, the
resistance range is 17 to 21 ohms.
@ Refer to the Injector Resistance Chart in Pinpoint Test H, Section 17 for the proper
resistance values.
I,
HEATED ENGINE
MfT
11 CLUTCH
ENGAGE
EXHAUST COOLANT THROTTLE
HEGO GAS OXYGEN TEMPERATURE POSITION AIR CHARGE
S5 I
~
I
a
..... ) --< LOW I
m
lTo~f(--::'
30 SWITCH SENSOR (HEGO) (ECT) (TP) TEMP (ACT) F) I
~~16 Iilo [}
I
I ....
n
S
CD
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L
AfT
18'
OCT
ADJ
lhf{0
~-
STARTER
RELAY NEUTRAL
GEAR
SWITCH:
~.:
7Z:.
C
:
49 29 7
46
26
47
46
25
46
45
3
6
r:L
27
46
46
24
2
-=
,.....-
17
(STI)
.
tf
48 . 22 15
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POWER 46 36 26 TO IGN 14
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29
7 ::ra CD
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~ I
a
ACT
~
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~
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3 VSS DIF ( + ) ~~~~~:.. C
-.
_
60-PIN
V EVP MfT LIGHT AJ ~
M PSPS
2 BOO
20 40 60
U VREF
~
SIG RTN
n ~
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9
DATA(-) n
W
17
DATA (+)
!';TO/SIL
STI
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MAF
M
4 10M - TO IGNITION RUN
~ PIP '~-------- ....'
I, 1\ LS6 ~1 0 I
. 4 j]'2 CIRCUIT ONLY INJECTORS
~
~
~
~
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SPOUT
16 IGNGND
~:~'
INJ BANK'
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16
58
+
~~_~~
1 2
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1
3
I
4
INJ BANK 2 59
~
~-------------37/57""-----<"'---_-----'
1 21 41 53 CCO AfT 53
33
52
E~~fT 33- 40/60.
S 52 37/57 I 37/57 3 7/57
21 ISCBPA
37 VPWR
57 VPWR J GI1
~I
IDLE
SPEED
~
[~A~\
~
~ CONVERTER
CLUTCH
OVERRIDE AND
TO
FUEL
PUMP
I
8 22
2J CONTROL EGR SHIFT SOLENOIDS. ;- ~
BYPASS VACUUM (CCO. SS) .,
AIR REGULATOR (AfT ONLY) -'
KAPWR (ISCBPA) (EVR) ~ 1 ,~ "L.::.
40
PWR GND
60 PWR GND
on EEC ~ FUE
_ POWER R
6 VSS OIF (.) _ CYCLIC RELAY
10 ACCS -~ P~~~i~~E L-_B_AT_T_E_R_Y
r
--o
~~~ ~
54
43 43
- TO
"- IGNITION
BATT + . . . - ~ """'- ~~~~~~RUN
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1~ CIRCUIT
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8
FPM SWITCH WAC -=-
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
I
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N >TE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTOR
..,,~
A8948E
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16-4 EEC-IV - Engine Supplement - Light Truck
OPI
o
DIS
MODULE
(FRONT VIEW)
2.3L
EEC-IV Module Connector Pin Usage
EFI
Pin Circuit Wire Color Application Abbreviations
1 554 Y/BK Keep Alive Power KAPWR
2 511 LG Brake OnlOff BOO
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF(+)
4 11 \ DG/Y Ignition Diagnostic Monitor IDM
6 563 O/Y Vehicle Speed Sensor (-) VSS DIF( -)
7 354 LG/Y Engine Coolant Temperature ECT
8 238 O/LB Fuel Pump Monitor FPM
9 96 T/O Data (-) Data (-)
10 198 T/Y A/C Cycle Pressure Switch ACCS
14 967 DB/O Mass Air Flow Signal (California Only) MAF
15 968 T/LB Mass Air Flow Signal Return (California Only) MAF RTN
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Output STO
18 240 W/R Octane Adjust Switch OCT ADJ
20 57 . BK Case Ground CASE GND
21 67 GY/W Idle Speed Control (Bypass Air) ISC-BPA
22 97 T/LG Fuel Pump FP
24 330 Y/LG Power Steering Pressure Switch PSPS
25 310 Y/R Air Charge Temperature ACT
26 351 O/W Reference Voltage VREF
27 352 BR/LG EGR Valve Position (MIT Only) EVP
28 95 T/R Data (+) Data (+)
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 200 W/BK Neutral Drive Switch (A/T Only) NDS
30 200 W/BK Neutral Gear Switch and Clutch Engage Switch (MIT Only) NGS/CES
32 395 GY/O Dual Plug Inhibit DPI
33 360 DG Exhaust Gas Recirculation Valve Regulator (MIT Only) EVR
36 324 Y/LG Spark Output SPOUT
37 361 R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GND
43 348 LG/P A/C Demand ACD
45 .356 DB/LG Manifold Absolute Pressure (49 States Only) MAP
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 100 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
52 224 T/LB Shift Solenoid (A/T Only) SS
53 332 W Clutch Converter Override (A/T Only) CCO
54 462 P W.O.T. A/C Cut Off WAC
56 349 DB Profile Ignition Pick-Up PIP
Vehicle Power .. VPWR
57 361 R
58 555 T Injector (Bank 1) INJ Bank 1
59 556 W Injector (Bank 2) INJ Bank 2
60 60 BK/LG Power Ground PWR GRD
Pin locations given for reference only. ~robing 60 pin connector with
DVOM probe will result in permanent damage to the pin connectors. 'OfO
40
-
0000000005'
000000000031
@OOO
0
- 0 00 00 000
300000000000 121
141
Always probe as directed, using the Breakout Box. 20 \.. 0 000000 000, , 10 0 00 00 000 00 1 1
2.3L
Quick Test Codes and Code Definitions
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ Erratic IDM input to processor
19 0 ~ Failure in ECA internal voltage
21 or ~ Engine Coolant Temp (ECT) out of Self-Test range
22 orc ~ Manifold Absolute Pressure (MAP) out of Self-Test range
23 or ~ Throttle Position (TP) out of Self-Test range
24 or ~ Air Charge Temp (ACT) out of Self-Test range
28 c ~ Loss of IDM - right side
29 c ~ Insufficient input from Vehicle Speed Sensor (VSS)
31 orc ~ EVP circuit below minimum voltage
32 orc ~ EVP voltage below closed limit
33 rc ~ EGR valve opening not detected
34 orc ~ EVP voltage above closed limit
35 orc ~ EVP circuit above maximum voltage .
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
48 c ~ Loss of IDM - left side
51 oc ~ ECT indicated - 40F/circuit open
52 0 ~ Power Steering Pressure Switch (PSPS) circuit open
52 r ~ PSPS circuit did not change states
53 oc ~ TP circuit above maximum voltage
54 oc ~ ACT indicated - 40F/circuit open
61 oc ~ ECT indicated 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicated 254F/circuit grounded
67 0 ~ Neutral Drive Switch (NDS) circuit open/A/C on
72 r ~ Insufficient MAP change during Dynamic Response Test
73 r ~ Insufficient TP change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit failure/not actuated during Self-Test
77 r ~ Operator error (Dynamic Response/Cylinder Balance Tests)
84 0 ~ EGR Vacuum Regulator (EVR) circuit failure
86 0 ~ Shift Solenoid (SS) circuit failure
87 oc ~ Primary Fuel Pump circuit failure
88 c ~ Loss of Dual Plug Input control
89 0 ~ Clutch Converter Override (CCO) circuit failure
95 oc ~ Fuel Pump circuit open - ECA to motor ground
96 oc ~ Fuel Pump circuit open - battery to ECA
98 r ~ Hard fault present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running c = Continuous Memory
Rl Z
1 <
Q
MfT CLUTCH HEATED ENGINE AIR MANIFOLD BRAKE m
~ ENG. SWITCH EXHAUST
GAS OXYGEN
COOLANT THROTILE
TEMP. POSITION
CHARGE
TEMP.
ABSOLUTE PRESSURE VEHICLE ONIOFF
PRESSURE KNOCK FEEDBACK SPEED SWITCH
;U
.......
I
IGN. SrRT SW NEUTRAL HEGO SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR EGR SENSOR (BOO) SELFTEST
OJ
m
:J
~ ~~'~~H ~~ GR;ND t@(HEGO) ~c;~ r1J}(TP) ~(A~CT) (~A~) (; ~(PFE) (VSS) BA; t C~ONN~UCI\TO_R .., ;U CO
S'
AA
. STARTER
D ~ ~ ~~ ~~~~ 'l:
~p,~~ ~ ~ ~1, BRAKE
SWITCH 0 ol~SELF'T~ST
n. INPUT
0
Z CD
RELAY NEUTRAL U (STI) 0 'CJ)
s~~f~ B~~K: 0 0 C
- ""CD
30
NDS/NGS & CEsl
HEGOG
POWER
GND -
~ 3
-....I
4 CD CD
HEGO
29 :J
ECT
tn
4
TP
-t
2
ACT
~
MAP
4 -f ~.
m
- -...
6O-PIN KS
23
2
PFE tn :so
20 40 60 VREF
26
BOO -t
VSS DIF It) c
6
VSS OIF 1-) n
~
4 SIG RTN
1 STO
4 STI
10M 22K PIiMS
PIP ;~_v_v .... , ~ ~~~
5
36 SPOUT : '. f " CIRCUIT
1
20 ~A~c;~~~D
FP
\ -~-------~. -:::-
, LjIW
~CONNECTOR
TF' ~~~
2
5 INJ BANK 1
INJ BANK 2
I ~ I~:. I~:I
5
5 CCO 1 INJECTORS 2 3
;!R ~~~6
33
2
I
1 21 41 3
5
VPWR T ~
.. ~Cg~~~~L
IDLE 4n EGR
~~
CONVERTER
~~
I'-- '--~
BYPASS VACUUM CLUTCH
AIR REGULATOR OVERRIDE
(ISC-BPA) (EVR) SOLENOID TO ~
BATT. _ _
AlC OEM.
r--lL
- ~
~ ~
-
-:i:-
IGNi~ON
s.;::g/~~N
rn~
SWITCH rvrllr CIRCUITS
RELAY PRESSURE AlC
.,,\c
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
..... r-
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTORS
.....
G)
.....
16-8 EEC-IV - Engine Supplement - Light Truck
2.9L
EEC-IV Module Connector Pin Usage
EFI
Pin locations given for reference only. Probing 60 pin connector with - -
6~1
000000000051 @OOOOOOOOOOO 41
DVOM probe will result in permanent damage to the pin connectors.
Always probe as directed, using the Breakout Box.
40 000000000031 0
300000000000 21
20 0000000000 11 100000000000 1
2.9L
Quick Test Codes and Code Definition
EFI
....
SERVICE CODE SERVICE CODE DEFINITION
11 orc System PASS
12 r Cannot control rpm during Self-Test high rpm check
......
13 r Cannot control rpm during Self-Test low rpm check
14 c PIP circuit failure
15 0 ECA Read Only Memory (ROM) test failed
.....
15 c ECA Keep Alive Memory (KAM) test failed
18 r SPOUT circuit open
18 c Loss of IDM input to Processor/SPOUT circuit grounded
.....
19 0 Failure in ECA internal voltage
21 or Engine Coolant Temp (ECT) out of Self-Test range
22 orc Manifold Absolute Pressure (MAP) out of Self-Test range
......
23 or Throttle Position (TP) out of Self-Test range
24 or Air Charge Temp (ACn out of Self-Test range
29 c Insufficient input from the Vehicle Speed Sensor (VSS)
....
41 r HEGO sensor circuit indicates system lean
41 c No HEGO switch detected
42
51
r
oc .... HEGO sensor circuit indicates system rich
ECT indicated - 40F/circuit open
......
53 oc TP circuit above maximum voltage
54 oc ACT indicated - 40F/ circuit open
61 oc ECT .indicated 250F/circuit grounded
....
63 oc TP circuit below minimum voltage
64 oc ACT indicated 254F/circuit grounded
67 0 Neutral Drive Switch (NDS) circuit open/A/C on
.....
67 c Clutch Switch circuit failure
72 r Insufficient MAP change during Dynamic Response Test
73 r Insufficient TP change during Dynamic Response Test
74
77
r
r ... Brake On/Off (BOO) .circuit failure/not actuated during Self-Test
Operator error (Dynamic Response/Cylinder Balance Tests)
...
86 0 Shift Solenoid (SS) circuit failure
87 oc Primary Fuel Pump circuit failure
89
95
0
oc .. Clutch Converter Override (CCO) circuit failure
Fuel Pump circuit open - ECA to motor ground
......
96 oc Fuel Pump circuit open - battery to ECA
98 r Hard fault present
NO CODES Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
t
TO MASS EXHAUST COOLANT THROTTLE AIR VEHICLE ON/OFF
TO IGN. BATTERY AIR FLOW GAS OXYGEN TEMP POSITION CHARGE SPEED (BOO)
'" n
....
''
OJ
~~M
I '*~~-+ ..... TO STARTER
~~
SENSOR
(HEGO)
SENSOR
(ECT)
SENSOR
(TP)
SENSOR
TEMP (ACT)
SENSOR
SENSOR
(VSS)
SWITCH
BATT +
SELF-TEST
CONNECTOR :D
0 .......
r@ $~j
MOTOR
~
f ~.
...n
TO IGN. START S:EUTRAL -:- -:- Z
0
-i DRIVE Sw.
yrID:q: TO
,
/ ::. BRAKE
SWITCH 0
SELFTEST
INPUT
0
0 C
I,l '~I 11
(STI)
--
30-0 BATTERY BRAKE 0 r.;'I,
AfT 00 TO STARTER 14 I 140/60 TO 29 7 I 26 3 I
6 LAMP 't'"
(I)
I
MOTOR 46 26 47 46 . 2 -::- 46 17 48 22
NOS CIS I -:- STARTER ~ 15 ~
PWR
GND 45 0 n
30
14
MAF
MAF RTN
. RELAY
37/57
~
c." :r
15 ~
aC
"CHECK
HEGOGND
49 ENGINE"
~ 0
HEGO LIGHT
29
:D
........
ECT 46/49 ~
7
z
-
TP
47
);
er"
SO-PIN ACT
25
20 40 60
26
VREF
n
BOO AfT TO
2 IGNITION
VSS DIF (+)
3 SWITCH
VSS DIF(-)
6
46 SIG RTN
STO & MIL
17
STI
48
10M 22~. ?,HM$ __ TO
4 PIP ,..:_v_v -,., COIL , ~ TO IGNITION
56 r-58~
36 SPOUT " \ " \ RUN CIRCUIT
.-59--+--r I
16
20
22
~~~~~~D
FP \_,L - -'\t" TFI
CONNECTOR II B~~ ",
",
INJ BANK 1
58
INJ BANK 2 o
59
h - .
53
52
CCO AfT
SS AfT ,
1
INJECTORS
2
5
4
6 <
1 21 41
21
37
57
ISC-BPA
VPWR
VPWR T
21
(i] " IDLE
53 52
37/57------+.+--------~~-----------'--""1
CONVERTER ~
I
",
co
,..J SPEED CLUTCH OVERRIDE L---l~f---""-+--"'"
CONTROL AND SHIFT S'
BYPASS SOLENOIDS CD
AIR
(ISC-BPA)
(CCO, SS)
(AfT ONLY)
rrh TO
FUEL PUMP ..
r
37/57
8
22 en
c
"'0
"'0
T CD
~ 3
-I
FUEL PUMP
RELAY
CD
~
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
r-
m~~ cO'
..-
TO
CYCLIC
'~~I,~~~ 4 ' -n r-
.. \C :T
PRESSURE
SWITCH.
START/RUN
CIRCUiTS
....
AlC c
CLUTCH A13582-A n
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTORS ~
EECIV - Engine Supplement - Light Truck 1611
2.9L
EEC-IV Module Connector Pin Usage MA
EFI
RANGER/BRONCO II (CALIFORNIA)
Pin Circuit Wire Color Application Abbreviations
1 554 Y/BK Keep Alive Power KAPWR
2 511 LG Brake On-Off (A/T Only) BOO
3 150 OG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DG/Y Ignition Diagnostic Monitor IDM
6 563 O/Y Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temp. Sensor ECT
8 238 O/LB Fuel Pump Monitor FPM
9 96 T/O Data Communication Link (-) Data (-)
10 198 T/Y A/C Cycle Pressure Switch ACCS
14 967 OB/O Mass Air Flow Sensor MAF
15 968 T/LB Mass Air Flow Return MAF RTN
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Output and "CHECK ENGINE" Light STO and MIL
20 57 BK Case Ground CASE GND
21 67 GY/W Idle Speed Control (Bypass Air) ISCBPA
22 97 T/LG Fuel Pump FP
25 357 LG/P Air Charge Temp. Sensor ACT
26 351 O/W Reference Voltage VREF
28 95 T/R Data Communication Link (+) Data (+)
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 200 W/BK Neutral Drive Switch (A/T Only) NDS
30 200 W/BK Clutch Interlock Switch (MIT Only) CIS
36 324 Y/LG Spark Output SPOUT
37 361 .R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GNO
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 100 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
52 224 T/LB Shift Solenoid (A/T Only) SS
53 332 W Clutch Converter Override (A/T Only) CCO
54 462 P W.O.T. A/C Cut-Off WAC
56 349 DB Profile Ignition Pick-Up PIP
57 361 R Vehicle Power VPWR
Injector (Bank 1 - Controls Engine Cylinder Numbers 1, 2 INJ BANK 1
58 555 T and 4)
Injector (Bank 2 - Controls Engine Cylinder Numbers 3, 5 INJ BANK 2
59 556 W and 6)
60 60 BK/LG Power Ground PWR GND
2.9L
Quick Test Codes and Code Definition
EFI
RANGER/BRONCO II (CALIFORNIA)
46
i
48 22
....
I en
c
"a
"a
2"6 (I) CD
n 3
-= ::r' ~
-I
CD
..
ft)
a I
~
I
-.
60-PIN TO
20 40 60
IGNITION
SWITCH ....
n
:r
-f
c
n
~
IGN.
I .TO
COIL
RUN
CIRCUIT 58~ r ,I
, 37/57
1 21 41
CANISTER CONVERTER
PURGE CLUTCH
SOLENOID OVERRIDE
(CANP) AND SHIFT
SOLENOID
(CCO. SS) TO FUEL PUMP ill I. i
FPM (AIT ONLY)
3~ DOL ., TO INSTRUMENT I I I I
1 KAPWR PANEL
40~ 40
60~
5~
10~ 37/57
54~
... ,10
TO BATTERY ~ '- ~ ~~I~~~TlON
AlC OEM CYCLIC PR
.... '
(11~
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
3.0L
EEC-IV Module Connector Pin Usage
EFI
3.0L
Quick Test Codes and Code Definition
EFi
TO IGN.
START Sw.
BATTERY
TO MASS
AIR FLOW
(MAF)
HEATED
EXHAUST
GAS OXYGEN
(HEGO)
ENGINE
COOLANT THROTTLE
TEMP
(ECT)
POSITION
(TP)
AIR
CHARGE
TEMP (ACT)
OCTANE
ADJUST
PRESSURE
(BP)
SPEED
(VSS)
BRAKE
BAROMETRIC VEHICLE ON/OFF
(BOO)
SWITCH SElFTEST
a
.......
Stjt(~ W
SENSOR SENSOR SENSOR SENSOR BATT + CONNECTOR
rr~
TO IGN. START Sw. TO STARTER
t"
~
NEUTRAL
DRIVE SW.
3 0~O: ~
~
STARTER
RELAY
-=- MOTOR
r@ ~r-
: , ~t OO BRAKE
SWITCH
~D
0
SElF.TEST
INPUT
....C
, AfT
-0 BATTERY
TO
TO STARTER 1 I 46
I
26
BRAKE 0
(STI)
lp
(IJ
30 NOS CIS
45 BP
I ~ STARTER
RELAY
..... MOTOR POWER 29
GND
71 462647461 44 I
45
3
6
I ?.".
LAMP
46 17 48 22
g.
I R)
a
14..M&....- L.-..t40/60-
15~
49 1iEQ9...Q!'iQ
L......+37/57
I "CHECK
UI a....
ENGINE"
29~ LIGHT
7
ECT 46/49
47 TP
f"
6O-PIN 25 B
44~ t"
20 40 60 VREF
26
TO
2
3
e~~(+) IGNlTfON
SWITCH
6 VSS DIF (-)
SIG RTN
~ :"
4 10M
MIL
'~_-_---_-.,.'\
'~o~,I~
56 . I
56 PIP : i ( I [D36 Ilg' .
, .. TO IGNITION
RUN CIRCUIT r--581 -----l'r--..........- - - -
t f ,
~k ~
.-59 I
SAW , \ , 16 EDIS
~ ~ ~~
36 lGNONO 'au u <. ; MODULE
CASEDNO 3
58 ,NJ
:::
INJ ...."
Fe
BANK 2
59 CCOAIT
, 'NJEemAS 5 '"'"o
52 CANP <
" SS AfT
31 ISCBPA CONVERTER
"'"
I
1 21 41 21 VPWR
37
57 VPWR
CLUTCH OVERRIDE
AND SHIFT
SOLENOIDS
'"s-
~
co
(CCO.SS) CD
(AITONlY)
(I)
C
"0
"0
CD
3
-I
CD
::J
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
r-
rn~~ G
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTORS
AlC
CLUTCH A13583A .... <=
"" r-- -...
:r
c"'"
n
~
EEC-IV - Engine Supplement - Light Truck 16-17
4.0L
EEC-IV Module Connector Pin Usage MA
EFI
AEROSTAR
Pin Circuit Wire Color Application Abbreviations
1 37 Y Keep Alive Power KAPWR
2 810 R/LG Brake OnlOff BOO
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DG/Y Engine rpm Sensor (+) RPMS (+)
6 398 BK/Y Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temperature Sensor ECT
8 787 PK/BK Fuel Pump Monitor FPM
9 695 BK/O Data Communications Link (-) DATA (-)
10 347 BK/Y AIC Cycling Switch ACCS
14 967 DB/O Mass Air Flow Sensor MAF
15 968 T/LB Mass Air Flow Return MAF RTN
16 259 BK/O Ignition Ground IGN GND
17 201 T/R Self-Test Output and "CHECK ENGINE" Light STO and MIL
20 57 BK Case Ground CASE GND
21 68 O/BK Idle Speed Control (Bypass Air) ISC-BPA
22 97 T/LG Fuel Pump FP
25 357 LG/P Air Charge Temperature. Sensor ACT
26 351 O/W Reference Voltage VREF
28 696 O/BK Data Communications Link (+) DATA (+)
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 199 LB/Y Clutch Interlock SWitch (MIT Only) CIS
30 199 LB/Y Neutral Drive Switch (A/T Only) NDS
31 101 GY/Y Canister Purge CANP
34 305 LB/PK Data Output Link DOL
36 324 Y/LG Spark Angle Width SAW
37 361 R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GND
44 974 0 Octane Adjust OCT ADJ
45 356 DB/LG Barometric Pressure Sensor BP
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 100 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
..
52 224 T/LB Shift Solenoid (A/T Only) SS
53 332 W Clutch Converter Override (A/T Only) CCO
54 321 GY/W WOT A/C Cut-Off WAC
56 349 DB Profile Ignition Pick-Up PIP
57 361 R Vehicle Power VPWR
Injector (Bank 1 - Controls Engine Cylinder Numbers 1. 2 and INJ BANK 1
58 96 T/O
3)
Injector (Bank 2 - Controls Engine Cylinder Numbers 4. 5 and INJ BANK 2
59 95 T/R
6)
60 60 BK/LG Power Ground PWR GND
Pin locations given for reference only. Probing 60 pin connector with - -
:1 000000000051 @OOOOOOOOOOO 41
DVOM probe will result in permanent damage to the pin connectors. 40 000000000031 0
300000000000 21
Always probe as directed. using the Breakout Box. 20 0000000000" 100000000000 1
4.0L
EEC-IV Module Connector Pin Usage MA
EFI
RANGER/BRONCO II
Pin Circuit Wire Color Application Abbreviations
1 554 Y/BK Keep Alive Power KAPWR
2 511 LG Brake On/Off BOO
3 150 DG/W Vehicle Speed Sensor (+) VSS DIF (+)
4 11 DG/Y Engine rpm Sensor (+) RPMS (+)
6 563 O/Y Vehicle Speed Sensor (-) VSS DIF (-)
7 354 LG/Y Engine Coolant Temperature Sensor ECT
8 238 O/LB Fuel Pump Monitor FPM
9 96 T/O Data Communications Link (-) DATA (-)
10 198 T/Y A/C Cycling Switch ACCS
14 967 OB/O Mass Air Flow Sensor MAF
15 968 T/LB Mass Air Flow Return MAF RTN
16 259 BK/O Ignition Ground fGN GNO
17 201 T/R Self-Test Output and "CHECK ENGINE" Light STO and MIL
20 327 BK/O Case Ground CASE GND
21 67 GY/W Idle Speed Control (Bypass Air) ISC-BPA
22 97 T/LG Fuel Pump FP
25 357 LG/P Air Charge Temperature Sensor ACT
26 351 O/W Reference Voltage VREF
28 95 T/R Data Communications Link (+) DATA (+)
29 94 DG/P Heated Exhaust Gas Oxygen Sensor HEGO
30 200 W/BK Clutch Interlock Switch (MIT Only) CIS
30 200 W/BK Neutral Drive Switch (A/T Only) NDS
31 101 GY/Y Canister Purge CANP
36 324 Y/LG Spark Angle Width SAW
37 361 R Vehicle Power VPWR
40 60 BK/LG Power Ground PWR GND
44 240 W/R Octane Adjust OCT ADJ
45 356 OB/LG Barometric Pressure Sensor BP
46 359 BK/W Signal Return SIG RTN
47 355 DG/LG Throttle Position Sensor TP
48 100 W/R Self-Test Input STI
49 89 0 Heated Exhaust Gas Oxygen Sensor Ground HEGO GND
52 224 T/LB Shift Solenoid (A/T Only) SS
53 332 W Clutch Converter Override (A/T Only) CCO
54 462 P WOT A/C Cut-Off WAC
56 363 BK/LBB Profile Ignition Pick-Up PIP
57 361 R Vehicle Power VPWR
58 555 Injector (Bank 1 - Controls Engine Cylinder Numbers 1, 2, and
T 3) INJ BANK 1
Pin locations given for reference only. Probing 60 pin connector with
soro -
00000000051 @ O O 000000000
-41
DVOM probe will result in permanent damage to the pin connectors.
Always probe as directed, using the Breakout Box.
40 000000000031 0
300000000000 12
20 0000000000 100000000000 1'
11
4.0L
Quick Test Codes and Code Definition MA
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
16 0 ~ Ignition Diagnostic Monitor (10M) signal not received
18 r ~ SAW circuit failure
18 c ~ Loss of 10M input to processor/10M circuit failure
19 0 ~ Failure in ECA internal voltage
21 or ~ Engine Coolant Temp (ECT) out of Self-Test range
22 orc ~ Barometric Pressure (BP) out of Self-Test range
23 or ~ Throttle Position (TP) out of Self-Test range
24 or ~ Air Charge Temp (ACT) out of Self-Test range
26 or ~ Mass Air Flow (MAF) out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
45 c ~ Coil 1, 2, or 3 failure
51 oc ~ ECT indicated - 40F/circuit open
-530c ~ TP circuit above maximum voltage
54 oc ~ ACT indicated - 40F/circuit open
56 oc ~ MAF circuit above maximum voltage
61 oc ~ ECT indicated 254F/circuit grounded
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicated 254F/circuit grounded
66 c ~ MAF circuit below minimum voltage
67 0 ~ Neutral Drive Switch (NOS) circuit open/A/C on
67 c ~ Clutch Switch circuit failure
72 r ~ Insufficient MAF change during Dynamic Response Test
73 r ~ Insufficient TP change during Dynamic Response Test
74 r ~ Brake On/Off (BOO) circuit failure/not actuated during Self-Test
77 r ~ Operator error (Dynamic Response/Cylinder Balance Tests)
79 ~ A/C ON/Defrost ON during Self-Test
86 0 ~ Shift Solenoid (SS) circuit failure
87 oc ~ Primary Fuel Pump circuit failure
89 0 ~ Clutch Converter Override (CCO) circuit failure
95 oc ~ Fuel Pump circuit open-ECA to motor ground
96 oc ~ Fuel Pump circuit open-battery to ECA
98 r ~ Hard fault present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
CLUTCH
.. .. j
MLP
ENG. SWITCH SENSOR HEATED ENGINE AIR MANIFOLD POWER
I VEHICLE EXHAUST GAS COOLANT THROTILE CHARGE ABSOLUTE VEHICLE STEERING
mf~ f;;';' ~~ i
HARNESS OXYGEN TEMP POSITION TEMP PRESSURE 4 x4 LOW EGR VALVE KNOCK SPEED PRESSURE
CONNEClUR (HEGO) (ECT) (TP) (ACT) (MAP) (4 x 4L) POSITION (EVP) SENSOR SENSOR SWITCH SELFTEST
ATE40D SENSOR SENSOR SENSOR SENSOR SENSOR SWITCH SENSOR (KS) (VSS) (PSPS, CONNECTOR
s~:~w.~Y-rR!4':" R I -
STARTER
RELAY
':"~ . , ~ !.~ c..- .
'1'li'.'O ' ;
o0
o
SELFTEST
INPUT
~13l9.0_.:,,~,v:::,v:n~_~======--:-:-:~ 12 4 x 4 LOW 27
(STI)
E~ 32~
COIL OVERORiVEV .~
TP
ACT
OCS
MAP
41
CANCEL
SWITCH (E40D)
~
10 KEY POWER
,
60PIN
204060
27-
EVP
KS
23 VSSDIF (+)
3 VSS'i5iFT-i
6
VREF
AT FUSE PANEL
ct
"CHECK
ENGINE"
26'PSPS LIGHT
(MIL)
24 SiGRTN
~:~~1
STO & Mli.
STI
~
__ >--------'""""-------,
t-__-,>--__, __-,
58o==l..:...._ _.....
58 INJ BANK 2 10 IGNITION
5~ 10M 22K OHMS RUN CIRCUIT
56 PIP
SPOUT
I : : ill 36
I--------;-", 10 IGNITION COIL
I
I 31
,I
I
I 33
37/57 I,
51
: ,I I en
c
8 FPM
, KAPWR
40~
""CD
60 PWR GND
3
-
10 ACCS CD
43~ ::J
LL TO/GN I
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
-..
SPEED A13584A
"''4:)
TO BATTERY SWITCH
CONTROL AIR =so
BYPASS
AIR
IISCSPA)
MANAG 1
(TAB)
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71:'
EEC-IV - Engine Supplement - Light Truck 1621
4.9L
EEC-IV Module Connector Pin Usage
EFI
FSERIES/BRONCO
4.9L
EEC-IV Module Connector Pin Usage
EFI
F-SE.RIES/BRONCO
4.9L
EEC-IV Module Connector Pin Usage
EFI
E-SERIES
4.9L
EEC-IV Module Connector Pin Usage
EFI
ESERIES
4.9L
Quick Test Codes and Code Definition
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ Loss of 10M input to processor/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ Engine Cooling Temperature (ECT) sensor out of Self-Test range
22 orc ~ Manifold Absolute Pressure (MAP) sensor out of Self-Test range
23 or ~ Throttle Position (TP) sensor out of Self-Test range
24 or ~ Air Charge Temperature (ACT) sensor out of Self-Test range
26 or ~ Transmission Oil Temperature (TOT) sensor out of Self-Test range (E400)
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
31 orc ~ EVP circuit below minimum voltage
32 orc ~ EVP voltage below closed limit
33 rc ~ EGA valve opening not detected
34 orc ~ EVP voltage above closed limit
35 orc ~ EVP circuit above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
44 r ~ Thermactor air system inoperative
45 r ~ Thermactor air upstream during Self-Test
46 r ~ Thermactor air not bypassed during Self-Test
47 0 ~ 4 x 4 switch is closed (E400)
49 c ~ 1-2 shift error (E400)
51 oc ~ ECT indicated - 40F/circuit open
52 0 ~ Power Steering Pressure Switch (PSPS) circuit open
52 r ~ PSPS circuit did not change states
53 oc ~ TP sensor above maximum voltage
54 oc ~ ACT indicated - 40F/circuit open
56 oc ~ TOT indicated - 40F/circuit open (E400)
59 c ~ 2-3 shift error (E400)
61 orc ~ ECT indicated 254F/circuit grounded
62 c ~ Converter clutch error (E400)
63 orc ~ TP circuit below minimum voltage
64 orc ~ ACT indicated 254F/circuit grounded
65 r ~ Overdrive Cancel Switch (OCS) not changing state (E400)
66 oc ~ TOT indicated 290F/circuit grounded (E400)
67 0 ~ Neutral Drive Switch (NOS) circuit open/A/C on
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
4.9L
Quick Test Codes and Code Definition
EFI
, ~"'fmr ~1()
HEGO
GROUND
(HEGQ)
SENSOR
(ECT)
SENSOR
(TP) (ACT)
SENSOR SENSOR
(MAP)
SENSOR
SENSOR
(KS)
(EVP)
SENSOR
SWITCH
(PSPS)
SENSOR
(VSS)
SELFTEST
CONNECTOR I I C
~
C
"'0
~
"'0
~~~ ~ J
SELF-TEST
INPUT
(STI)
en
n
CD
3
-I
.. u 1'0 PWR . CD
HEGO 49 GND .
:r' ::J
E~T 4~2647 4iY~6
i~
4t26 4f 24 ~
a
29 746 T2 5 2 :}
1 1i6
r-
SO-PIN
20 40 SO
48
....C....
n -...
cO'
=r
~
c(')
~
4S~
17 STO & MIL
48 .!.L
4 10M 22K OHMS I TO IGNITION
RUN CIRCUIT
5S .f!E.
36 ..f.Q!ll
IGN GND
;~ CASE GND
22 FP
\
c. --------1
I \ ,
:::i-
':'
L,'6 4
TO IGNITION COIL
58~
59~
~~ ~~~
" AM'
I I I
1 21 41
~~
ISC
VPWR f 21""h 33
;d,--37/57 I,
51'1
,I I ~
~~ ::::r:t:= ~
57 VPWR IDLE
SPEED Ric!'( 'iF5.Ci' TO
CONTROL EGR ~ ~ FUEL
BYPASS VACUUM AIR AIR PUMP
AIR REGULATOR
FPM (ISCBPA) (EVR)
KAPWR
40~
SO PWR GND
,o~ ,10~
TO BATTERY -- - AlC-"
OEM CYCLIC
~ L....++--J
AlC
~
SWITCH PRESSURE CLUTCH TO
SWITCH IGNITION
SWITCH
m!J1
START/RUN
CIRCUIT
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTOR A913o-
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
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.....
1628 EECIV - Engine Supplement - Light Truck
5.0L
EEC-IV Module Connector Pin Usage
EFI
FSERIES/BRONCO
, 5.0L
EEC-IV Module- Connector Pin Usage
EFI
ESERIES
,
5.0L
Quick Test Codes and Code Definition
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ Loss of 10M input to Processor/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage -
21 or ~ Engine Coolant Temperature (ECT) out of Self-Test range
22 orc ~ Manifold Absolute Pressure (MAP) out of Self-Test range
23 or ~ Throttle Position (TP) out of Self-Test range
24 or ~ Air Charge Temperature (ACT) out of Self-Test range
25 r ~ Knock not sensed during Dynamic Response Test
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
31 orc ~ EGR Valve Position (EVP) circuit below minimum voltage
32 orc ~ EVP voltage below closed limit
33 rc ~ EGR valve opening not detected
34 orc ~ EVP voltage is above closed limit
35 orc ~ EVP circuit above maximum vortage
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switch detected
42 r ~ HEGO sensor circuit indicates system rich
44 r - ~ Thermactor air system inoperative
45 r ~ Thermactor air upstream during Self-Test
46 r ~ Thermactor air not bypassed during Self-Test
51 oc ~ ECT indicated - 40F/circuit open
52 0 ~ Power Steering Pressure Switch (PSPS) circuit open
52 r ~ PSPS circuit did not change states
53 oc ~ TP circuit above maximum voltage
54
61
oc
oc
~ ACT indicated - 40F/circuit open
ECT indicated 254F/circuit grounded
-
~
63 oc ~ TP circuit below minimum voltage
64 oc ~ ACT indicated 254F/circuit grounded
67 0 ~ Neutral Drive Switch (NOS) circuit open/A/e ON
72 r ~ Insufficient MAP change during Dynamic Response Test
73 r ~ Insufficient TP change during Dynamic Response Test
77 r ~ Operator Error (Dynamic Response/Cylinder Balance Tests)
81 0 ~ Air Management 2 (AM2) circuit failure
82 0 ~ Air Management 1 (AM 1) circuit failure
84
87
0
oc
~
EGR Vacuum Regulator (EVR) circuit failure
Primary Fuel pump circuit failure
95 -oc ~ Fuel Pump circuit open - ECA to motor ground
96 oc ~ Fuel Pump circuit open - battery to ECA
98 r ~ Hard fault present
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) .c = Continuous Memory
.....n
HARNESS OXYGEN TEMP POSITION TEMP PRESSURE POSITION SPEED
MODULE
m
TOIGN
CONNECTOR
ATE40D
(HEGO)
SENSOR
(ECT)
SENSOR
(TP) (ACT)
SENSOR SENSOR
(MAP)
SENSOR
(BRONCO
OPTION)
(EVP)
SENSOR
(VSS)
SENSOR
SELF TEST
CONNECTOR n.... ~
co
~l::'---' ~o
~~
START SW
:i"
rt ~
1
SELFTEST
'~PO~E~
~ ,,),
r'.'~r
, INPUT CD
o
':"l!~{
(STI)
tn
AfT C6 UI8500
30
GND
o ~ .....
C c
'tJ
(E'D~ ,~J
4 x 4 LOW
~ 'tJ
NDS
HEGOGND
GVW AfT E40D (0/8500)
I , " 11 126
LED I, 46
TO
IGNITION
17 48
(J)
n
CD
3
-
HEGO 29....J 46 146 125 RUN
4x4L il 147 26 CIRCUIT CD
7 ECT
32 OCIL 32-4+1f------_+_( ~
~
~
I
47 TP
25~
I
~ a r-
6o-PIN
41 0CS
45 MAP
27 EVP
46 SIG RTN
17~
48 _ST_I_ _
58~ 58 I
59~
IDM 22K OHMS
5: PIP ..... --------"7, ..
TO IGNITION
RUN CIRCUIT'
36 SPOUT : : \
16 IGN GND \ TO IGNITION COIL
20 CASE GND <... -------
3
"~~
42 TOT 1 2 INJECTORS 7 8
11 AM2 ,
51 AM1
55 CCS
33 EVR
~~ ~ 59--+----J
31CANP TRANSMISSION
1 21 41
551 VEHICLE
1-....---58 + I
~~ ~~
: SS2 CONNECTOR
. rn g,
SI~~~D ~ IGN;~ON - .,.,
....
ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
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~
16-32 EEC-IV - Engine Supplement - Light Truck
5.8L
EEC-IV Module Connector Pin Usage
EFI
FSERIES/BRONCO
5.8L
EEC-IV Module Connector Pin Usage
EFI
F-SERIES/BRONCO
5.8L
EEC-IV Module Connector Pin Usage
EFI
ESERIES
5.8L
EEC-IV Module Connector Pin Usage
EFI
E-SERIES
5.8L
Quick Test Codes and Code Definition
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS
12 r ~ Cannot control rpm during Self-Test high rpm check
13 r ~ Cannot control rpm during Self-Test low rpm check
14 c ~ PIP circuit failure
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
18 r ~ SPOUT circuit open
18 c ~ Loss of IDM input to processor/SPOUT circuit grounded
19 0 ~ Failure in ECA internal voltage
21 or ~ Engine Cooling Temperature (ECT) sensor out of Self-Test range
22 orc ~ Manifold Absolute Pressure (MAP) sensor out of Self-Test range
23 or ~ Throttle Position (TP) sensor out of Self-Test range
24 or ~ Air Charge Temperature (ACT) sensor out of Self-Test range
26 or ~ Transmission Oil Temperature (TOT) sensor out of Self-rest range (E40D)
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
31 orc ~ EVP circuit below minimum voltage
32 orc ~ EVP voltage below closed limit
33
34
rc
orc
~
~
EGR valve opening not detected
EVP voltage above closed limit
.
35 orc ~ EVP circuit above maximum voltage
41 r ~ HEGO sensor circuit indicates system lean
41 c ~ No HEGO switching detected
42 r ~ HEGO sensor circuit indicates system rich
44 r ~ Thermactor air system inoperative
45 r ~ Thermactor air upstream during Self-Test
46 r ~ Thermactor air not bypassed during Self-Test
47 0 ~ 4 x 4 switch is closed (E40D)
49 c ~ 1-2 shift error (E40D)
51 oc ~ ECT indicated - 40F/ circuit open
53 oc ~ TP above maximum -voltage
54 oc ~ ACT indicated - 40F/circuit open
56 oc ~ TOT indicated - 40F/ circuit open (E40D)
59 c ~ 2-3 shift error (E40D)
61 oc ~ ECT indicated 254F/circuit grounded
62 c ~ Converter clutch error (E40D)
63 oc ~ TP circuit below min. voltage
64 oc ~ ACT indicated 254F/circuit grounded
65 r ~ Overdrive Cancel Switch (OCS) not changing state (E40D)
66 oc ~ TOT indicated 290F/circuit grounded (E40D)
67 0 ~ Neutral Drive Switch (NDS) circuit open; AIC ON (Manual) "
(Continued)
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
5.8L
Quick Test Codes and Code Definition
EFI
.-.-.-
81 0 Air Management 2 (AM2) circuit failure
82 0 Air Management 1 (AM 1) circuit failure
84 0 EGR Vacuum Regulator (EVR) circuit failure
85
87
0
oc
.-.- Canister Purge (CANP) circuit failure
Primary fuel pump circuit failure
91 0 .- Shift Solenoid 1 (SS1) circuit failure (E40D)
92
93
94
0
0
0
.-.-.- Shift Solenoid 2 (SS2) circuit failure (E40D)
Coast Clutch Solenoid (CCS) circuit failure (E40D)
Converter Clutch Control (CCC) solenoid circuit failure (E40D)
95
96
97
oc
oc
0
.-.-.- Fuel Pump circuit open - ECA to motor around
Fuel Pump circuit open - battery to ECA
Overdrive Cancel Indicator Light (OCll) circuit failure (E40D)
98
98
99
0
r
oc
.-.-.- Electronic Pressure Control (EPC) driver failure in processor (E40D)
Hard fault present
Electronic Pressure Control (EPC) circuit failure (E40D)
NO CODES .- Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED .- Services codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
en
w
CD
m
....
a....
FUEL
INJECTION MANUAL VEHICLE
R)
4x4 PUMP LEVER BAROMETRIC LEVER SPEED
LOW (4 x4L) POSITION (FIPL) PRESSURE (BP) POSITION (MLP) SENSOR
SWITCH SENSOR SENSOR SENSOR (VSS) SELF-TEST
CONNECTOR
lb!J ~,
n
~~
<--"
12~
o
f
"1 ,\
'
o
SELF_TEST
INPUT
(STI)
....C
2~
32.29!:!IM!h
OVERDRIVE CANCEL ,16L... 46 I l=:!J
(I)
cr
14,5 30 46 6
,
- --
INDICAlOR LIGHT
(OCIL)
26
1,6 0 n
41
L41 --o ,If
47 17
8 :r
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a
OVERDRIVE
CANCEL 10 KEY POWER
SWITCH AT
47
FIPL
BP
(OCS) FUSE PANEL
a
....
60-PIN
45
n
20 40 60 VRFF
26
-MLP
~
30
VSS OJF (+)
3
VSS OIF (0)
6
SIGRTN
46
S10
17
STI
48
lOT
7
44
36
RPMSI-)
TAC
4';:":-::~~
) \CHOMETER
I
....JI
~
ENGINE
SENSOR
1
20~ m
~ E400 m
o
~
CCS TRANSMISSION
55 VEHICLE
53
"SSI
CCC
55 ~
HARNESS
CONNECTOR
<:
~
36
m3 I
W m
"E""?WR
37 VPWR
35 19 35 ~
12141
57 VPWR T I 57
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5'
CD
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40~ Ci'
60~ 3
10~
10 BATTERY..- " -
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~ CL~~CH-= 10
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CD
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ALL RIGHTS RESERVED
DAVE GRAHAM INC. 2012
IGNITION
AlC OEM CYCLIC SWITCH
.... ~ -..J
-
cO'
SWITCH PRESSURE START/RUN
~O~
SWITCH CIRCUIT ~
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTOR A12786-B
!.Or- .,
-4
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~
EEC-IV - Engine Supplement - Light Truck 16-39
7.3L
EEC-IV Module Connector Pin Usage E40D
DIESEL
F-SERIES
- -
r
Pin locations given for reference only. Probing 60 pin
connector with DVOM probe will result in permanent damage 000000000051 ( 0 0 0 0 0 0 0 0 0 0 0 0
to the pin connectors. Always probe as directed, using the 60,1 000000000031
40 0300000000000 21
7.3L
EEC-IV Module Connector Pin Usage E40D
DIESEL
ESERIES
7.3L
Quick Test Codes and Code Definition 'E40D
DIESEL
SERVICE~ CODE SERVICE CODE DEFINITION
1.1 orc ~ System PASS
14 c ~ Engine rpm sensor (rpms) circuit fault
15 0 ~ ECA Read Only Memory (ROM) test failed
15 c ~ ECA Keep Alive Memory (KAM) test failed
19 0 ~ Failure in ECA internal voltage
22 orc ~ Barometric Pressure (BP) out of Self-Test range
23 or ~ Fuel Injection Pump lever (FIPl) out of Self-Test range
26 c ~ Transmission Oil Temp (TOT) out of Self-Test range
29 c ~ Insufficient input from the Vehicle Speed Sensor (VSS)
47 0 ~ 4 x 4 switch is closed
49 c ~ 1-2 Shift error
53 oc ~ Fuel Injection Pump lever (FIPl) circuit above maximum voltage
56 oc ~ Transmission Oil Temp (TOT) indicated - 40F/circuit open
59 c ~ 2-3. Shift error
62 c ~ Converter Clutch error
63 oc ~ Fuel Injection Pump lever (FIPl) circuit below minimum voltage
65 r ~ Overdrive Cancel Switch (OCS) circuit did not change states
66 oc ~ Transmission Oil Temp (TOT) indicated 290F/circuit grounded
67 oc ~ Manual lever Position (MlP) sensor out of range/ AIC ON
69 c ~ 3-4 Shift error
74 r ~ Brake On/Off (BOO) circuit open/not actuated during Self-Test
91 0 ~ Shift Solenoid 1 (SS1) circuit failure
92 0 ~ Shift Solenoid 2 (SS2) circuit failure
93 0 ~ Coast Clutch Solenoid (CCS) circuit failure
94 Converter Clutch Control (CCC) Solenoid circuit failure
.
0 ~
97 0 ~ Overdrive Cancel Indicator Light (OCll) circuit failure
98 0 ~ Electronic Pressure Control (EPC) driver open in ECA
99 oc ~ Electronic Pressure Control (EPC) circuit failure
NO CODES ~ Unable to initiate Self-Test or unable to output Self-Test codes
CODES NOT LISTED ~ Service codes displayed are not applicable to the vehicle being tested
KEY: 0 = Key On Engine Off (KOEO) r = Engine Running (ER) c = Continuous Memory
CLUTCH-INTERLOCK
SWITCH
TO
BATIERY
TO IGN. START SW.
....
rrJ
~
CLUTCH
n.... ,
ENG. SWITCH
I
MLP
SENSOR
HEATED
~;~
CHARGE
M:~6i~~~
~RESSURE EGR VALVE
S~~~6R
POSITION VEHICLE
...
TO IGN VEHICLE (MAP)R
4.4 SPEED
n
'~~~_ii~,'
SWITCH SENSOR
....
START SW HARNESS ( SOR TEMP (ECT) (T ) SENSOR SENSO
(4.4 L) (VSS)
CONNECTOR
ATE40D
SELF-TEST
CONNECTOR C
SELFTEST
rn
AlTC6 UI8500
GVW
~GO
---- ---- I
t!E"~v~vv~,~W=-=-=-=--=----. l"o
======= I"ttl'" II':I
,,"",'"11146126 I I 1215 126 126
46 17
INPUT
(STI)
22
n
:r
~
~~'~ I I II I II I II I I I 32 TO IGNITION
RUN a
::':~ I I II I I II I II O~~IVE ....
C
CANCEL
SWITCH TO KEY POWER
(E40D) AT FUSE PANEL
n
~T~
6o-PIN
.... , , . ENGINE""
"CHECK
20 40 60
, 46 I LIGHT
(MIL)
'''" C""',, I
INJ BANK 2
1===58 59 T , ,
t i
I
IUM "'" ... " ..... " " -.l'
~~~ETGND~ TO IGNITION COIL(-)
m
m
o
E40D
TRANSMISSION
;:
1 21 41
VEHICLE
HARNESS I
CONNECTOR m
::s
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40
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r::'" ~
, "0
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'W,,'O 21 31
"", W. "0
TO
CD
c",,, cc"'" ''''''0' 3
-
IDLE SWITCH PRESSURE SWITCH FUEL
SPEED PUMP CD
CONTROL
BYPASS CANISTER PURGE
AIR
MANAG 1
TO
SWITCH START/RUN
::s
BATIERY CIRCUIT
AIR SOLENOID (AM1)
IISC-BPA) (CANP) I
--:I r-
NOTE: WIRING SCHEMATIC SHOWS PIN OUT LOOKING INTO HARNESS CONNECTOR A9987-D
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n
~
EECIV - Engine Supplement - Light Truck 1643
7.5L
EEC-IV Module Connector Pin Usage
EFI
FSERIES
7.5L
EEC-IV Module Connector Pin Usage
EFI
FSERIES
7.5L
EEC-IV Module Connector Pin Usage
EFI
E-SERIES
7.5L
EEC-IV Module Connector Pin Usage
EFI
E-SERIES
7.5L
Quick Test Codes and Code Definition'
EFI
SERVICE CODE SERVICE CODE DEFINITION
11 orc ~ System PASS /
Contents
Pinpoint Test Index 17-1
IEEe-IV
No Start
Pinpoint
Test
A
INote I
You should enter this Pinpoint Test only when Quick Test has been successfully
completed and the engine is still a no start or when directed here from Section 13.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
IEEe-Iv Pinpoint
A
No Start Test
IEEe-IV
No Start
Pinpoint
Test
A
R
PWR GND
VPWR
T
TFI MODULE
VEHICLE HARNESS
CONNECTOR
IEEe-Iv Pinpoint
A
No Start Test
CID I IGNGNO
L CASE GND--{?> 20 TEST PIN
DIS IGNITION
3 - o o MODULE PINS
VBAT-~
712
::: _. , ,.........,PW'II .... I I COIL 1
SHELD
r l
I I
I
DIS
MODULE
(FRONT VIEW)
CONNECTOR : :
I I
I I
I~
I I
I I
~ I
I I
I I
I: SECONDARY DIS PRIMARY DIS
I I SPOUT DISCONNECT LOCATED COILS COILS
: L __ ----- I I ADJACENTlOTHE 1-6 PIN DIS. LEFT SIDE RIGHT
________c..:_-_-_-__ ----------------..J-..:.:.MOD=..;;;,U~LE~C~ON;;.;.;.;.N.;.;...----- ..:..O;...F..:..EN...;..G::..:I.;.:.N..::.E_~..._-:V..::B::..:AT..;.",..-...J ~~JI~~
A9205A
CRANKSHAFT
SENSOR
(3.0l) SINGLE HALL ..-------,~r=-==-=:.=.:=:.=..:=-=-=-=:..=..=-==-=.=....:;.=~:E:._----~~-<_).
56 TEST PIN'
CRANKSHAFT 024 TEST PIN
SENSOR 36 TEST PIN
CRANKSHAFT
SENSOR
(3.8L)
1 12
POU 5
:0
2
DIS
MODULE
(lOP VIEW)
0
11
10
9
8
IN-LINE 6 7
SPOUT
DIS MODULE CONNECTOR
PINS 1-6 PINS 7-12
'TEST PINS LOCATED ON BREAKOUT BOX. ALL HARNESS CONNECTORS VIEWED INlO
A13537-A
MATING SURFACE.
IEEe-Iv Pinpoint
A
No Start Test
I WARNING I
STOP THIS TEST AT THE FIRST SIGN OF A FUEL LEAK AND SERVICE AS REQUIRED.
f CAUTION:I
No open flame - No smoking during fuel delivery checks.
Disconnect TP sensor.
Key on, engine off.
Measure voltage between VREF circuit and SIG
RTN circuit at the TP sensor vehicle harness
connector.
Is voltage between 4.0 volts and 6.0 volts?
SIGRTN ~
TP SI~~~~-------~
ALTERNATE THROTTLE POSITION
SENSOR VEHICLE HARNESS CONNECTOR
SIG RTN
~
~~
TP--------+I4~ ~
VREF ~~.1
po
:: ~
IEEe-Iv Pinpoint
A
No Start Test
Remove high tension coil wire from' distributor and Yes ~ ,REFER to Section 13,
install spark tester. Part 2 for TFI cap,
,rotor and wires
Check for spark while cranking.
diagnosis.
Reconnect high tension coil wire to distributor.
Was spark present during crank? No ~ GO to IASI.
,
AS I CHECK CONTINUITY OF GND CIRCUIT
I
Reconnect TFI module or DIS module (pins 7-12). Yes ~ Timing switch to
(For 3.8L AXOD, 3.8L RWD and 7.5L truck, "Computed" position
reconnect distributor hall connector.) on breakout box. GO
to IA101.
Breakout box installed.
Connect processor to breakout box. No ~ GO to IA71.
Timing switch to "Dist". position on breakout box.
Attempt to start vehicle.
Does the vehicle start?
IEEe-IV
No Start
Pinpoint
Test
A
IEEe-Iv Pinpoint
A
No Start Test
IEEe-IV Pinpoint
A
No Start Test
IEEe-Iv Pinpoint
AA
No Start (EDIS) Test
INote I
You should enter this Pinpoint Test only when Quick Test has been successfully
completed and the engine is still a no start or when directed here from Section 13.
IRemember I
To prevent the replacement of good components, be aware' that the following non-EEC areas
may be at fault:
IEEe-IV .
No Start (EDIS)
Pinpoint
Test
AA
140-- VRS ( + )
VRS (-) (GR)
(BL)
&==*~t::1:=t:~~::::t=~~=" BKiGA ~
BATTERY
(J) SAW IN-LINE CONNECTOR NEGATIVE
POST
EDIS MODULE
VEHICLE HARNESS CONNECTOR
"TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
A13559-A
IEEe-Iv Pinpoint
AA
No Start (EDIS) Test
VRS (-)
~----. + VBAT
+ VBAT
"T.EST PIN 16 e--t-t-- - -
IGN GND - BKIO
----I
1
PIN 4
\ . I
TEST PIN 36 <:>:0 I SAW -Y/LG ~
. , I PIN 3
\ I I COIL 2 ---+--+++H'HTl
TEST PIN 56 0 \.} PIP I ~- COIL 3--+-+++4~
- -- -, II
......00+-- COIL 1 PIN 2
I... I
TEST PIN 4 (5)-IDM-DGIY I
I PIN 1
I
IGNITION COIL
'VEHICLE HARNESS
t-~ ,.....+........+----~...,
CONNECTOR
BATTERY
NEGATIVE
POST
EDIS MODULE
VEHICLE HARNESS CONNECTOR
*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A13560A
IEEe-IV
No Start (EDIS)
Pinpoint
Test
AA
I WARNING I
STOP THIS TEST AT THE FIRST SIGN OF A FUEL LEAK AND SERVICE AS REQUIRED.
f ~~UTIO~]
No open flame - No smoking during fuel delivery checks.
..bid..
SIG. RTN. L..
~-
~~
THROTTLE
POSITION (TP)
TP loft- SENSOR VEHICLE
ru HARNESS
VREF ~r ~ CONNECTOR
~
A 11502-e
IEEe-Iv . Pi~point
AA
No Start (EDIS) Test
IEEe-IV
No Start (EDIS)
Pinpoint
Test
AA
I WARNING I
IF FUEL STARTS LEAKING, TURN KEY OFF
IMMEDIATELY. NO SMOKING.
'"
Pinpoint
IVehicle Battery Test
B
INote I
You should enter this Pinpoint Test only when directed here from Pinpoint Tests ~ ,
QJ or ~. .
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Ignition Switch
Battery Cables
Alternator
Voltage Regulator
Ground Straps
This Pinpoint Test is intended to diagnose only the following:
Processor (-12A650-)
Harness circuits: SIG RTN, STO, STI, PWR GND, GROUND, VPWR, KAPWR, VREF,
IGNITION
Battery Voltage
Power Relay (-12A646-)
TO BATIERY GND~---
Pinpoint
IVehicle Battery Test
B
CJ CJ CONNECTOR PIGTAIL
1 CJ CJ
~c:J TCOONNECTOR
TEST PIN 17 0-""'"- STO _ ......... CJ CJI
SELF-TEST
TEST PIN 48 0 STI INPUT
TO BAIT
TEST PIN 40 &BKlLG--PWR GND--------r---"""'lIi~
GND PIGTAIL
d!!:\\
TEST PIN 60 0-BKlLG - - PWR GND - - - - - - _ _ .
Pinpoint
IVehicle Battery Test
B
Truck:
Truck:
2.3L EFI
F-Series PK/LG
2.3L MA EFI ,.
Y/BK
All Others T/A 2.9L EFI :
2.9L MA EFI
Car:
5.0L MA SEFI Town Car
All Others Y
Pinpoint
IVehicle Battery Test
8
86 I
CHECK IGNITION CIRCUIT VOLTAGE AT EEC
POWER RELAY
-
Pinpoint
IVehicle Battery Test
B
INote I
You should enter this Pinpoint Test only when a check for VREF has failed in the
sensor Pinpoint Tests (O-Series) or Pinpoint Tests [!] or IQA I.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
Pro'cessor assembly (-12A650-)
Sensor harness circuits: SIG RTN, VREF
>E=BJ
All Except 2.9L EFI Car
!
-->~ FOR 1.9L MA SEFI AfT AND
3.0L PROBE AfT)
*TESTPIN26 G) VREF------
APPROPRIATE G) SENSOR SIGNAL '\
TEST PIN 7
3-WIRE
TEST PJN 46 0 SIG R T N - A - - - - - -....- -....... SENSOR
FROM
SENSORS
SELF-TEST
TEST PINS LOCATED ON BREAKOUT BOX. CONNECTOR
ALL HARNESS CONNECTORS VIEWED INTO' MATING SURFACE. A9578-E
rEST PIN 60 ~ . CJ CJ CJ CJ
SELF-TEST
*TEST PINS LOCATED ON BREAKOUT BOX. CONNECTOR
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
A13610-A
Pinpoint
-I Reference Voltage
Test
c
Pinpoint
IReference Voltage Test
c
TEST STEP RESULT ~ ACTION TO TAKE
.
C7 ICHECK FOR SHORTED MAP/BP
SENSOR
NOTE: For vehicle nO~ipped with a MAP/BP Yes ~ .For 1.9L EFI:
sensor, go to C10 except. 1.9L MA SEFI GO to Ical.
AIT, go to ~.
For 3.0L Probe A/T:
Key off, wait 10 seconds. GO to IC91.
TP sensor disconnected.
~VP/PFE sensor disconnected, if so equipped. For all other vehicles:
GO to IC101.
Breakout box installed, processor connected.
Disconnect MAPIBP sensor. No ~ REPLACE MAPIBP
Key on, engine off: sensor. REMOVE
breakout box.
DVOM on 20 volt scale. RECONNECT processor
Measure voltage between Test Pin 26 and Test and sensor(s). RERUN
Pin 46 at the breakout box. Quick Test.
Is voltage less than 4.0 volts?
Pinpoint
IReference Voltage Test
c
INote I
You should enter this Pinpoint Test only when a Service Code 21, 24, 28, 51, 54, 58, 61,
64 or 68 is received during Quick Test. . ..
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
BLANK
VAFMETER
VANE AIR FLOW (VAF) CONNECTOR
METER VEHICLE
HARNESS CONNECTOR
INotes: I
Engine coolant temperature must be greater than 50F to pass the KOEO test and
greater than 180F to pass the KOER test. To accomplish this, the engine should be at
normal operating temperature.
Ambient temperature should be above 50F to receive acceptable Input from the Air
Charge and Vane Air Temperature sensors.
Voltage values were calculated for VREF=5.0 volts. These values may vary 15 percent
due to sensor and VREF variations.
1---I
BROKEN LINE = VAT SENSOR
2v 3v 4v 5v
NOTE: For VAT sensor, verify that the ambient Yes ~ For ACT and ECT
temperature is greater than 50F. sensors:
GO to IOA41.
Key off, wait 10 seconds.
Disconnect suspect temperature sensor. For ECT sensor with
a NO START:
DVOM on 200,000 ohm scale. Do not Service Code
21 at this time, GO to
Measure resistance between sensor signal circuit IA11.
and SIG RTN circuit at the temperature sensor.
Refer to the corresponding chart at the beginning For VAT sensors:
of this Pinpoint Test for resistance specifications. REPLACE processor.
RECONNECT vehicle
Is resistance within specifications? harness. RERUN Quick
Test.
NOTE: Engine may have cooled down. Always Yes ~ REPLACE Processor.
warm engine before taking ECT sensor RECONNECT vehicle
resistance measurements. Check for open harness. RERUN Quick
thermostat. Test.
I
DA10 SERVICE CODE 51, 54, OR 58:
INDUCE OPPOSITE CODE 61, 64, or 68
.
I
DA21 CHECK VREF CIRCUIT VOLTAGE AT
THROTTLE POSITION SENSOR
Possible causes:
- Faulty sensor.
- Open circuit in harness.
- Grounded circuit in harness.
- Faulty processor.
Enter Key On Engine Off continuous monitor
mode. -Refer to Quick Test Appendix.
Observe YOM or STAR LED for indication of a
fault while performing the following:
- Tap on the sensor to simulate road shock.
- Wiggle the sensor connector.
Is a fault indicated?
POWER OR
VREF CIRCUIT
r
~.}-SIGNAL-o y''' )~
~>-SIGRTN-o )( )~
PROCESSOR HARNESS ACT SENSOR
A9582C
I
DA91 CHECK EEC-IV VEHICLE HARNESS
Still in Key On Engine Off continuous monitor . Yes ~ ISOLATE fault and
mode. SERVICE as necessary.
CLEAR Continuous
Observe VOM or STAR LED for fault indication Memory (REFER to
while performing the following: Quick Test Appendix).
RERUN Quick Test.
- Refer to the illustration in Step IDA90 I. Grasp
the vehicle harness close to the sensor
connector. Wiggle, shake, or bend a small No ~ GO to IOA92\.
section of the EEC-IV system vehicle' harness
while working your way to the dash panel. Also
wiggle, shake, or bend the EEC-IV system
vehicle harness from the dash panel to the
processor.
Is a fault Indicated?
Pinpoint
IMass Air Flow (MAF) Sensor Test
DC
INote I
You should enter this Pinpoint Test only when a Service Code 26, 56, or 66 Is received
during Quick Test or you have been directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Pinpoint
IMass Air Flow (MAP) Sensor Test
DC
NOTE: MAF Signal Voltage V8. engine operation condition while engine is at normal
operating temperature. These values are typical for automatics, but may vary
based on vehicle load and temperature.
MAF Sensor Graph
VOLTAGE
(V)
3.0
2.0
1.0
---- -
IDLE 20 mph 40 mph 60 mph
A8901-B
Pinpoint
IMass Air Flow (MAP) Sensor Test
DC
Pinpoint
IMass Air Flow (MAF) Sensor Test
DC
Service Code 66 indicates that the Mass Air Flow Yes ~ GO to IOC111.
(MAF) sensor signal went below .40 volts during
normal engine operation (Continuous) or during Self- No ~ SERVICE open circuit.
Test. REMOVE breakout box.
RECONNECT all
Possible causes: components. RERUN
- Open MAF circuit. Quick Test.
- Open VPWR circuit to MAF sensor.
- Open PWR GND circuit to MAF sensor.
- Open MAF RTN circuit to MAF sensor.
- MAF circuit shorted to ground.
- Faulty Processor.
- Faulty MAF sensor.
- Air leak before or after MAF sensor.
- MAF sensor disconnected.
Key off.
Disconnect MAF sensor.
Disconnect processor 60 pin connector. Inspect
for damaged or pushed out pins, corrosion, loose
w~res, etc. Service as necessary.
. Pinpoint
IMass Air Flow (MAF) Sensor Test
DC
,
TEST STEP RESULT ~ ACTION TO TAKE
M_a_S_S_A_ir_F_IO_W_(_MAF
I...... __>_s_e_D_So_r 1 '---P_i;_:_:_:_D_t.. . . . . . . _D_C_.. . . .
Pinpoint
IMass Air Flow (MAP) Sensor
Test
DC
I
DC21 CHECK MAF CIRCUIT FOR SHORT TO VPWR
..
INote I
You should enter this Pinpoint Test only when a Service Code 31, 32, 33, 34, 35, 83 or
84 is received during Quick Test.
IRemember I .
This Pinpoint Test is intended to diagnose only the following:
TO
TEST PIN 52 (!) Y EGRC EGRC EGRC/EGRV
VEHICLE
HARNESS
TEST PIN 37 G) R VPWR CONNECTORS
TO
TEST PIN 33 @ OG EGRV
EGRV
NOTE: Voltage values calculated for VREF = 5.0 volts (These values may vary 15
percent due to sensor and VREF variations.)
EVP Sensor Graph
%EGA
100%
800/0
40%
20%
0% L--~~---4-----+------+--"-"-----+----~
Ov 1v 2v 3v 4v 5v
% EGA VOLTAGE
0 0.40
10 0.75
20 1.10
30 1.45
40 "1'.80
50 2.15
60 2.50
70 2.85
80 3.20
90 3.55
100 3.90
Key On Engine Off Service Code 31 indicates that Resistance ~ RECONNECT EGR
the EVP sensor signal to the ~rocessor is not in ~radUallY racu,m line. GO to
the expected range with the GR valve closed. ecreases from 003 .
Possible causes are: no greater than
550 ohms to
- Open or shorted circuit. no less than
- Faulty EGR valve. 100 ohms
- Faulty EVP sensor.
- Faulty processor.
Resistance is ~ REPLACE EVP sensor.
less than 100 RECONNECT EGR .
Key off. ohms or vacuum line. RERUN
Disconnect EGR vacuum line at EGR valve and ~reater than Quick Test.
cap EGR vacuum line. 500 ohms
Disconnect EVP sensor.
DVOM on 200,000 ohm scale.
Resistance ~ GO to 100141.
does not
Connect vacuum pump to EGA valve. decrease or
unable to hold
Measure resistance between EVP circuit and vacuum
VREF circuit at the EVP sensor while sraduall Y
increasing vacuum to 33 kPa (10 in-Hg .
Observe resistance as vacuum increases.
VREFy
SIG.RTN.
_EVP
EVP
SENSOR
A8903-A
OIW-VREF ""-J:1
EVPSENSOR
BRlLG-EVP
BKlW-SIG. RTN
r:
L:
o1:t] VEHICLE
HARNESS
CONNECTOR
A8904-B
Is Code 31 present?
r=i!...ro
-EGRC .:r;Fll EGRC EGRC/EGRV
VEHICLE
HARNESS
R-VPWR c-=1 CONNECTORS
DG-EGRV '~1O
- EGRV
A8905-A
I
0030 SERVICE CODE 35:
CHECK FOR CODE 12
Service Code 35 indicates that the engine rpm was Yes ~ GO to IKE11.
too low to perform the .E~R test.
Possible' causes are: No ~ GO to 100311.
[~Jr/VREF~~
~VP
', ~>") ., SIG:O
SIG.RTN~
PROCESSOR EVP SENSOR
HARNESS
A9584-B
Observe YOM or STAR LED for a fault indication Yes ~ ISOLATE fault and
while performing the following: SERVICE- as necessary.
REFER to appropriate
Referring to the illustration in Step I0090 I, grasp figure. CLEAR
the harness closest to the sensor connector. Continuous ~emory
Wiggle, shake or bend a small section of the (REFER to Quick Test
EEC~IV system vehicle harness while working your Appendix). RERUN
way to the dash panel. Also wiggle, shake or Quick Test.
bend the EEC-IV vehicle harness from the dash
panel to the processor. No ~ GO to 100931.
Is a fault indicated?
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
\
.
INote I
You should enter this Pinpoint Test only when a Service Code 22 or 72 Is received
during Quick Test or If you have been directed here from Pinpoint Test 00 or
Diagnosis By Symptom.
IRememberI
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
TO MAP/BP TO
SENSOR, ; MAP/BP
VEHICLE SENSOR
HARNESS
CONNECTOR
o Q. a:
a: ~n~
o Q. CI)
U. <w
::E~
+
145
140
G ~
3HZ
.........-:::~
EXAMPLE:
~~
............:""""""'y
135 ......-:::::: :::,....--:::::::--. AT A BAROMETRIC PRESSURE OF
130 ~ 101.3 kPa, THE BP SENSOR
125 ", ~ ~ T OUTPUT FREQUENCY WILL BE
~ 159Hz3Hz
120 ---I"",",""mr,~"'"'''""''''"''~"'''"""",'''''''''"",",,,,"",T'ITI''I~ITrTI'',",,"",,''''''''''ITrTI'''"'"'"'"'ft'TTIrTT'IT",",","n--
M~~oo~M~~ron~~~oo~~~~oo~~~~mm~~
BAROMETRIC PRESSURE (kPa) A9208B
~
' t
Service Code 22 (KOER) indicates the MAPI BP Yes ~ GO to Quick Test Step
signal is out of range for Engine Running Self-Test. 7.0 for appropriate
Pinpoint Test.
Possible causes:
- Faulty MAPIBP sensor. No ~ GO to IOFSI.
- Faulty v~cuum hoses.
- "Excess EGR.
Are Engine Running Service Codes 31, 32, 33,
34 or 35 present?
I
DF10 SERVICE CODE 72:
RERUN DYNAMIC RESPONSE TEST
I
DF90 CONTINUOUS MEMORY CODE 22:
EXERCISE MAP/BP SENSOR
~
yVREF~~
~AP/BP<> ~>.. )EJ
PROCESSOR
SIG.RTN.~
MAP/BP SENSOR
HARNESS A8589-C
I
DF91 CHECK EEC-IV VEHICLE HARNESS
Remain in Key On, Engine Off Continuous Monitor Yes ~ ISOLATE fault and
Mode. SERVICE as necessary.
CLEAR Continuous
Observe YOM or STAR LED for a fault indication Memory Code (REFER
while performing the following: to Quick Test
Appendix). RERUN
- Referring to the illustration in Step IDF90 I, Quick Test.
grasp the vehicle harness closest to the
sensor connector. Wiggle, shake or bend a
small section of the EEC-IV system vehicle No ~ GO to IDF921.
harness while working your way to the dash
panel. Also wiggle, shake or bend the EEC-IV
vehicle harness from the dash panel to the
processor.
Is a fault indicated?
I
DF92 CHECK PROCESSOR AND VEHICLE HARNESS
CONNECTORS
Pinpoint
IKnock Sensor Test
DG
INote I
You should enter this Pinpoint Test only when a Service Code 25' is received during
Quick Test or If you have' been directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Fuel (quality)
Basic engine
Spark timing
This Pinpoint Test is intended to diagnose only the following:
Knock sensor (-12A699-)
Harness circuits: KS and SIG. RTN
Processor assembly (-12A650-)
A-KS
~SIGRTN
KNOCK
TEST PIN 46 G)~--SIG RTN -----(~~---~
KNOCK SENSOR SENSOR
VEHICLE HARNESS CONNECTOR
CONNECTOR
TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A9590-D
Pinpoint
IKnock Sensor Test
DG
Pinpoint
IKnock Sensor Test
DG
Pinpoint
IKnock Sensor Test
DG
Pinpoint
Throttle Position (TP) Sensor DH
Test
INote I
You should enter this Pinpoint Test only when a Service Code 23, 53, 63 or 73 Is
received during Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Pinpoint
Throttle Position (TP) Sensor DH
Test
TO 4EAT
MODULE FOR THROTTLE THROTTLE
1.9L MA AIT POSITION (TP) POSITION (TP)
AND 3.0L SENSOR SENSOR
PROBE AIT VEHICLE CONNECTOR
HARNESS
CONNECTOR
Sl~:;~
ALTERNATE THROTTLE
ALTERNATE THROTTLE
POSITION (TP) SENSOR.
POSITION (TP)
VEHICLE HARNESS
SENSOR
CONNECTOR
CONNECTOR
*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
A13541-A
Pinpoint
Throttle Position (TP) Sensor DH
Test
Test Pin 47 TP
Application Wire Color
1.9L SEFI MA BR/W
2.9L Scorpio BR/BK
3.0L Probe LG/BK
All F-Series/Bronco GY/W
All Others DG/LG
.Pinp~int
Throttle Position (TP) Sensor
Test
DH
NOTE: The normal range of the throttle angle measurement for the Throttle Position
(TP) sensor is from 0 to 85 degrees. To pass Quick Test, the throttle rotational
setting on the TP sensor (Key On Engine Off and Key On Engine Running), and
the maximum/minimum TP circuit operating voltage ranges are listed In T~ble # 1
by engine application.
TP Sensor Graph
SIGNAL
(volts)
4.538 -
4.257
3.648
3.039
2,429
1.820
1.210
0.601
o
26
I
I
I
THROTTLE SHAFT ROTATION
(DEGREES - TP ROTATIONAL ANGLE) I
84
A921O-B
Pinpoint
Throttle Position, (TP) Sensor DH
Test
Table #1
Throttle Position Sensor Specifications
Passenger Car:
Truck:
Pinpoint
Throttle Position (TP) Sensor DH
Test
TEST STEP
. RESULT '~ ACTION TO TAKE
. Service Code 23 indicates that the Throttle Position Yes ~ RETURN to the Key
(TP) sensor's rotational setting may be out of Self- On Engine Off or.
Test range (refer to Table # 1). Engine Running Service
Code chart and
Possible causes are: proceed as directed
with Codes 68, 31 or
- Binding throttle linkage. 58.
- TP sensor may not be seated properly
(tightened down). No ~ GO to IOH21.
- Faulty TP sensor.
- Faulty processor.
If you are in this Pinpoint Test Step for a Key,
On, Engine Off Code 23:
- Check for Code 68.
If you are in this Pinpoint Test Step for a Key
On, Engine Running Qode 23:
- Check for Codes 31 or 58.
Are any of the above codes present with
Code 23?
Pinpoint
Throttle Position (TP) Sensor DH
Test
.Pinpoint
Throttle Position (TP) Sensor DH
Test
Pinpoint
Throttle Position (TP) Sensor DH
Test
Service Code 63 indicates that the Throttle Position Yes ~ REPLACE TP sensor.
(TP) sensor signal is less than the Self-Test REMOVE jumper.
minimum value (refer to Table # 1). RERUN Quick Test.
Pinpoint
Throttle Position (TP) Sensor DH
Test
NOTE: The 1.9L MA SEFI A/T and 3.0L Probe Yes ~ DISCONNECT TP
A/T vehicles have a TP circuit input to sensor. GO to IDH141 .
the 4EAT module. This Test is to verify
that the TP circuit is not shorted inside
the 4EAT module.
No ~ GO to Transmission
Shop Manual Group to
Key off. check for short in
Reconnect TP sensor. 4EAT system.
Disconnect both 4EAT module vehicle harness
connectors.
Rerun Key On Engine Off Self-Test.
I. Is code 63 present (ignore all other codes)?
,
OH141 CHECK TP CIRCUIT FOR SHORTS TO , ,
GROUND
Pinpoint
Throttle Position (TP) Sensor DM
Test
Pinpoint
Throttle Position (TP) Sensor DH
Test
POWER OR VREF
. CIRCUIT
/VREFO---X~";lt.
~TP SIG
SIG. RTN.
PROCESSOR HARNESS
<> ,. u'
/
)
TP SENSOR
A9468-A
Pinpoint
Throttle Position (TP) Sensor DH
Test
r
DH92 CHECK EEC-IV VEHICLE HARNESS
-,
Pinpoint
Throttl~ Position (TP) Sensor DH
Test
ROAD SHOCK
TO GROUND
!~PVAEF~~
SIG~/
, ./)
III
,
SIG. RTN.tt /
PROCESSOR HARNESS TP ~NSOR
9592-8
.
. Pinpoin~
Throttle Position (TP) Sensor DH
Test
Pinpoint
Engine RPM Sensor (Diesel) DJ
Test
INote I
You should enter this Pinpoint Test only when a Service Code 14 is received during
Quick Test or if you have been directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components and spending needless time on diagnostics,
verify proper Engine RPM sensor installation and complete electrical connection.
This Pinpoint Test is intended to diagnose only the following:
Harness circuits: RPMS( +) and RPMS( - )
Engine RPM sensor (-178384-)
Processor assembly (-128565-)
Pinpoint
Engine RPM Sensor (Diesel) DJ
Test
While still in Continuous Monitor mode from IOJ11 Yes ~ ISOLATE fault and
observe YOM or STAR LED for a fault indication SERVICE as necessary.
while ,performing the following: CLEAR Continuous
Memory (REFER to
- Grasp the vehicle harness close to the Quick Test Appendix).
Engine RPM sensor. Wiggle shake or bend a RERUN Quick Test.
small section at a time while working your
way toward the dash panel and the EEC-IV
processor. Isolate the Engine RPM circuit for
No ~ GO to IOJ31.
this test.
Is a fault indicated?
.Pinpoint
Engine RPM Sensor (Diesel) DJ
Test
. - .
Pinpoint
Vane Air Flow (VAF) Sensor DK
Test
INote I
You should enter this Pinpoint Test only when a Service Code 26, 56, 66 or 76 Is
received during Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Check for unmetered air (air leaks) between VAF meter and throttle body
Vacuum leaks
Engine sealing (PCV sealing, CANP, valve cover seal, dipstick seated)
Processor (-12A650-)
BLANK
VAFMETER
VANE AIR FLOW (VAF) CONNECTOR
METER VEHICLE
HARNESS CONNECTOR
Pinpoi.Dt
Vane Air Flow (VAF) Sensor DK
Test
NOTE: Air flow = Volume of air flowing through VAF meter per hour
As the volume of air flowing through the VAF meter increases, so will
the VAF sensor output voltage.
Vane Air Flow Sensor Graph
1.9L EFI Engine
5.0
4.5
4.0
3.5
3.0.
2.5
2.0
1.5
0.5
Service Code 26 indicates that the Vane Air Flow Yes ~ If you are originally
(VAF) sensor is out of Self-Test range. Correct here for a KOEO
range of measurement is 0.17 to 0.50 volts (KOEO) Service Code 26:
or 1.10 to 1.70 volts (KOER). REFER to Section 3,
Vane Air Flow Meter
Possible causes: Diagnosis.
- Faulty VAF meter. If you are originally
here for an Engine
- Faulty processor.
Running Service Code
- Faulty wire harness connections. 26:
GO to IOK21.
Key off, wait 10 seconds.
Rem,ove air cleaner element and check VAF No ~ If you are originally
meter for contamination (oil residue, foreign here for a KOEO
material, etc.) that may impede VAF sensor vane Service Code 26:
movement. GO to IOK21.
Rerun Quick Test. If you are originally
Is Service Code 26 present? here for an Engine
Running Service Code
26:
Testing is complete.
Pinpoint
IVane Air Flow (VAF) Sensor Test
DK
AIRFLOW
NOTE: REFER TO COVER PAGE FOR HARNESS CONNECTOR PIN ASSIGNMENTS. A9594E
Pinpoint
Vane Air Flow (VAF) Sensor DK
Test
Service Code 56 indicates that the Vane Air Flow Yes ~ GO to IOK111.
(VAF) sensor signal is greater than the Self-Test
maximum value of 4.89 volts (KOEO).
No ~ GO to IOK121.
Possible causes:
- Faulty VAF meter.
- Faulty processor.
- VAF circuit shorted to power; faulty wire
harness.
Key off, wait 10 seconds.
Disconnect VAF meter. Inspect for damaged or
pushed out pins, corrosion, loose wires, etc.
Service as necessary.
Rerun Key On, Engine Off Self-Test.
Is Code 66 present?
Pinpoint
IVane Air Flow (VAF) Sensor Test
DK
I
DK20 SERVICE CODE 66:
INDUCE OPPOSITE CODE
Service Code 66 indicates that the Vane Air Flow Yes ~ REPLACE VAF meter.
(VAF) serisor signal is less than the Self-Test . REMOVE jumper wire.
minimum. of 0.17 volts (KOEO). RERUN Quick Test.
Possible causes:
No .~ REMOVE jumper wire.
- Faulty VAF meter. and GO to IOK211.
I
DK21 CHECK VREF CIRCUIT VOLTAGE
Pinpoint
Vane Air Flow (VAF) Sensor DK
Test
*TESTPIN25 0--VAT-----+=~~~'-,...n :
. TESTPIN43 - - V A F - - -.......J........~l,cD
TEST PIN 26 0--VREF--~IoP.,~~r:;n
TEST PIN 46 (V--SIG RTN -~~~~~'~n,
--BLANK
~
--
VANE METER VEHICLE
HARNESS CONNECTOR
A8909B
Pinpoint
Vane' Air Flow (VAF) Sensor DK
Test
VAF SENSOR
HARNESS
A9595-C
I
DK91 CHECK EEC-IV VEHICLE HARNESS
Still in Key On, Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. SERVICE as necessary.
REFER to appropriate
Observe VOM or STAR LED for a fault indication figure. CLEAR
while performing the following: Continuous Memory
(REFER to Quick Test
- Referring to the illustration in Step IOK90 I, Appendix). RERUN
grasp the harness close to the sensor Quick Test.
connector. Wiggle, 'shake or bend a small
section of the EEC-IV system vehicle harness
while working your way to the dash panel. No ~ GO to IOK921.
Also wiggle, shake or bend the EEC-IV
vehicle harness from the dash panel to the
processor.
Is a fault indicated?
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
Pinpoint
IVane Air Flow (VAF) Sensor Test
DK
/VREF~
, ~
r-.VAF--o..
,~
)~ ~
SIGRTN .." /
PROCESSOR HARNESS VAF SENSOR
A9469B
Pinpoint
Vane Air Flow (VAF) Sensor DK
Test
Still in Key On, Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. SERVICE as necessary.
REFER to appropriate
Observe VOM or STAR LED for a fault ir)dication figure. CLEAR
while performing the following: Continuous Memory
(REFER to Quick Test
- Referring to the illustration in Step IDK93 I, Appendix). RERUN
grasp the vehicle harness close to the sensor Quick Test.
connector. Wiggle, shake or bend a small
section of the EEC-IV system vehicle harness
while working your way to the dash panel. No ~ GO to IDK9S1 .
Also wiggle, shake or bend the EEC-IV
vehicle harness from the dash panel to the
processor.
Is a fault indicated?
Pinpoint
Vane Air Flow (VAF) Sensor DK
Test
INote I
You should enter this Pinpoint Test only when a Service Code 31, 32, 33, 34, 35 or 84
is received during Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
PRESSURE (kPa)
15
10
5
o
-5
-10
-15
-20
-25 ...........-::;;;;.....&.....-_+-_ _L.-_---f_ _.--Io_ _-+-_ _..Io-_ _+-__....._ - - t
Ov 1v 2v 3v 4v 5v
Pressure/Vacuum
PSI in-Hg kPa Voltage
1.82 3.70 12.5 4.75
1.36 2.79 9.42 4.38
0.91 1.85 6.25 4.0
0.46 0.94 3.17 3.63
0 0 0 3.25
-2.47 -5.03 -17.0 1.22
-3.63 -7.40 -25.0 0.25
CAUTION: To avoid possible sensor damage
do not exceed pressure/vacuum
range shown when testing.
Service Code 31 indicates that the Pressure Yes ~ REPLACE PFE sensor.
Feedback EGR (PFE) sensor signal is less than the REMOVE Jumper.
Self-Test minimum value of 0.2 volts. RERUN Quick Test.
Possible causes are:
- Faulty PFE sensor.
No ~ REM01E iUiper.
GO to OL2 .
- Open harness. circuits.
- Shorted harness circuits.
- Faulty processor.
Key off.
Disconnect PFE sensor.
Jumper VREF circuit to PFE circuit at PFE sensor
vehicle harness connector.
Perform Key On, Engine Off Self-Test.
NOTE: If no codes are generated, Immediately
remove jumper and go directly to. Step
IOL41. .
Is Code 35 present (ignore all other codes)?
Remove the pressure input hose from PFE Yes ~ SERVICE as necessary.
sensor. RERUN Quick Test.
Inspect complete tube and PFE sensor inlet for
blockage. No ~ RECONNECT pressure
Is blockage present? tnput rose. GO to
DL10 .
I
DL10 MEASURE VREF CIRCUIT VOLTAGE
..
Service Code 33 indicates that the PFE sensor Yes ~ REMOVE vacuum
input did not change after the EVR solenoid was gauge. GO to IDL31 I.
instructed by the processor to open the EGR valve.
Possible causes are: No ~ REMOVE vacuum
gauge. GO to IDL36 I.
- Vacuum hose leaks.
- Obstructed vacuum hose. -
- Faulty EVR solenoid.
- Faulty PFE sensor.
- Faulty EGR valve.
- Faulty PCV valve (1.9L CFI only).
Key off, wait 10 seconds.
. Tee in a standard vacuum gauge at the EGR
valve.
Rerun Engine Running Self-Test while observing
vacuum gauge.
Is vacuum reading less' than 1 in-Hg
throughout the test (disregard code output)?
I
DL32 CHECK SOURCE LINE VACUUM
I
DL33 CHECK PCV VALVE OPERATION
I
DL34 CHECK VACUUM TO EVR SOLENOID
I
DL35 CHECK EGR VALVE OPERATION
I
DL36 CHECK PFE SENSOR CONTROL PRESSURE
INPUT TUBE
I
OL37 SUBSTITUTE KNOWN GOOD PFE SENSOR
I
OL90 CONTINUOUS MEMORY CODE 31 OR 35:
EXERCISE PFE SENSOR
~/VAEF~~
,
,>--PFE-O
~ L/.
SIG. RTN.
N' If) ,
A9597-B
I
DL91 CHECK EEC-IV VEHICLE HARNESS
Still in Key On Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. SERVICE as necessary.
CLEAR Continuous
Observe YOM or STAR LED for a fault indication Memory (REFER to
while performing the following: Quick Test Appendix).
RERUN Quick Test.
- Referring to the illustration in Step IOL90 I
grasp the vehicle harness closest to the
sensor connector. Wiggle, shake or bend a No ~ GO 'to IOL921.
small section of the EEC-IV system vehicle
harness while working your way to the dash
panel. Also wiggle, shake or bend the EEC-IV
vehicle harness from the dash panel to the
processor.
Is a fault indicated?
I
DL92 CHECK PROCESSOR AND VEHICLE HARNESS
CONNECTORS
No ~ SERVICE as necessary,
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
No ~ CLEAN and/or
SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
I
DL94 CONTINUOUS MEMORY CODE 32:
CHECK EGR VALVE OPERATION.
Inspect EGR valve vacuum supply line from EVR Yes ~ GO to IOL961.
solenoid for kinks and/or obstructions.
Is vacuum supply line to EGR valve free of No ~ SERVICE as necessary.
CLEAR Continuous
any obstructions?
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
I
DL96 INSPECT EVR FILTER
Carefully check EVR filter for contamination and/ Yes ~ Unable to duplicate
or obstructions. and/or identify fault at
this time. For further
Is EVR filter condition acceptable? diagnosis using the
EEC-IV Monitor box,
REFER to Section 18
EEC-IV Monitor Box:
Intermittent Fault
Diagnosis.
I
DL97 CONTINUOUS MEMORY CODE 33:
CHECK EGR VALVE OPERATION
Key off.
Connect a vacuum pump to the EGR valve.
While observing the EGR valve, slowly apply 10
in-Hg vacuum.
NOTE: EGR valve should begin to open with a
very small amount of vacuum,
approximately 1 to 1.5 in-Hg, and be fully
open with about 4 In-Hg vacuum.
Does EGR valve move freely and smoothly?
INote I
You should enter this Pinpoint Test only when a Service Code 31, 32, 33, 34, 35, 38 or
84 is received during Quick Test or from Pinpoint Test Step Isal.
IRemember I
To prevent' the replacement of good components, be aware that the following non-EEC area
may be at fault:
Damaged EGR valve
This Pinpoint Test is intended to diagnose only the following:
EVP sensor (-9G428-)
Harness circuits: VREF, EVP, SIG RTN, EVR, VPWR
. EVR Solenoid (-9J459-)
EGR valve assembly
Processor assembly (-12A650-)
EGR and EVR vacuum lines
:S-
*TEST PIN 26@---VREF---~~~iI ~. EVP
VREF ~ SIGNAL
TEST PIN 27@ BR/LG EVP ----tR-<1-C
SIG RTN
TEST PIN 46@---SIG RTN-----+lI--<J
EVP
EVP SENSOR SENSOR
VEHICLE HARNESS CONNECTOR
CONNECTOR
Service Code 31 indicates that the EGR Valve Yes ~ REPLACE EVP sensor.
Position (EVP) sensor signal is less than the Self- REMOVE Jumper.
Test minimum value of 0.2 volts. RERUN Quick Test.
Possible causes are:
- Faulty EVP sensor. No ~ REMOVE Jumper. ,
GO to ION21.
- Open harness.
- Grounded harness.
- Faulty processor.
Key off, wait 10 seconds.
Disconnect EVP sensor.
Jumper VREF circuit to EVP circuit at the EVP .
sensor vehicle harness connector.
Rerun Key On Engine Off Self-Test.
Is Code 35 present (ignore all other codes)?
.
DNSI ATTEMPT
SERVICE CODE 35:
TO GENERATE CODE 31
I
ON 10 SERVICE CODE 84:
CHECK RESISTANCE OF EVR SOLENOID
I
DN20 SERVICE CODE 34:
CHECK FOR SERVICE CODE 84
I
DN21 CHECK EVP SENSOR AND EGR VALVE
OPERATION '
valve.
Perform Key On Engir)e Off Quick Test. No The original Code 34
was the result of the
Is Code 34, still present? original EVP sensor.
SEAVICE EVP sensor
as necessary. RERUN
Quick Test.
TEST STEP
No
SERVICE vacuum hose
as necessary. RERUN
Quick Test.
Connect vacuum gauge to EGR valve, and apply
2 to 3 in-Hg (6.7 to 10 kPa) for 2 minutes. No GO to Section 6 for
EGR valve diagnosis.
Does EGR valve hold vacuum?
Continuous Memory Code 32 indicates that the EGR Yes ~ EGR valve may have
valve was closed further than normal with the caused Continuous
engine at stabilized operating temperature and at Memory Code 32.
idle, or that the EVP sensor has failed with an CLEAR Continuous
Memory (REFER to
intermittent low voltage spike symptom. Quick Test Appendix).
Possible causes are: GO to Section 6 for
EGR valve diagnosis.
- Faulty EVP sensor.
- Faulty EGR valve. No ~ GO to IDN91 I.
- Obstructed vacuum hose.
Key off, wait 10 seconds.
Disconnect processor 60 pin connector. Inspect
for damaged or pushed out pins. corrosion, loose
wires, etc. Service as necessary.
Install breakout box and connect processor to
breakout box.
Disconnect vacuum hose at EGR valve.
Connect a vacuum pump to the EGR valve.
DVOM on 20 volt scale.
Key on, engine off.
Measure voltage between Test Pin 27 and Test
Pin 46 at the breakout box while doing the
following:
- Slowly increase vacuum at EGR valve to
6 in-Hg (20 kPa), then slowly bleed vacuum
off the EGR valve and lightly tap on EVP
sensor (simulate road shock).
Does Yoltage drop to less than 0.24 YO Its?
!)r/VREF~~
"
PROCESSOR
~:V~-:V "
EVP SENSOR
HARNESS
A13542-A
~~EVP--<,~
yVREF~~~ QUick Test.
7 ~ ~
SIGRTN~ No GO to ION941.
A9600-D
~
/VREF~~
, >-- EVP-O M" ) ,
~. ~ /'
SIG RT~ f----/
PROCESSOR HARNESS EVP SENSOR
A9908-C
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
Continuous Memory Code 33 indicated that the EGR Yes ~ REMOVE vacuum
valve did not open with the engine at stabilized pump. RECONNECT
temperature and with an EVR solenoid duty cycle EGR valve. GO to
present. ION961.
Use Continuous Monitor mode (Refer to Quick Yes ~ ISOLATE fault and
Test Appendix). SERVICE as necessary.
CLEAR Continuous
Observe VOM or STAR LED for indication of .a Memory (REFER to
fault while performing the following:
Quick Test Appendix).
- Grasp the vehicle harness close to the EVR RERUN Quick Test.
solenoid connector, wiggle, shake or bend a
small section of the vehicle harness while
working your way to the processor. No ~ Unable to duplicate
and/or identify fault at
Inspect connectors, terminals for obvious damage this time. For further
or faults. diagnosis using the
Are any faults detected? EEC-IV Monitor box,
REFER to Section 18
EEC-IV Monitor Box:
Intermittent Fault
Diagnosis.
Continuous Memory Code 34 indicated that the EGR Yes ~ REMOVE vacuum
valve was open with the engine at stabilized pump. RECONNECT all
operating temperature and at idle. components. CLEAR
Possible causes are: Continuous Memory
Code 34 (REFER to
- Faulty EVR filter. Quick Test A1Pendix).
- Faulty EVR solenoid. GO to DN99 .
- Faulty EGR valve.
Key off.
No ~ REMOVE vacuum
pump. RECONNECT all
Disconnect EVP sensor. components. CLEAR
Continuous Memory
Disconnect vacuum hose at EGR valve.
Code 34 (REFER to
Connect vacuum pump to EGR valve. Quick Test Appendix).
DVOM on 200,000 ohm scale. GO to Section 6 for
EGR valve diagnosis.
Measure resistance between EVP circuit and
VREF circuit at the EVP sensor while increasing
vacuum to 10 in-Hg (33 kPa).
Observe resistance as vacuum increases.
Does resistance gradually change from no
more than 5,500 ohms to no less than 100
ohms as the vacuum increases?
Key off. ~
Yes ,- ~ CHECK EVR filter for
obstructions. REPLACE
Disconnect vacuum hose from EGR valve and as necessary. If OK,
plug hose. REPLACE EVR
solenoid. RECONNECT
Rerun Engine Running Self-Test.
all vacuum lines.
Is Code 34 present? CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
No ~ Unable to duplicate
, and/or identify fault at
this time. For further
- diagnosis using the
EEC-IV Monitor, box,
/
REFER to Section 18
EEC-IV Monitor Box:
Intermittent Fault
Diagnosis.
Pinpoint
Vehicle Speed Sensor (VSS) DP
Test
INote I
You should enter this Pinpoint Test only when Service Code 29 is received during Quick
Test or when you have been directed here from Pinpoint Test ITCI.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
VSS Harness Circuits
Vehicle Speed Sensor (-9E731-)
Processor Assembly (-12A650-)
Vehicle Speed Sensor, 2.9L Scorpio (-9731-)
I TO 4EAT MODULE :
*TEST PINS LOCATED ON BREAKOUT BOX. I .
_________ -----_-1
FOR 1.9L MA SEFI AIT I
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A9909-D
Pinpoint
Vehicle Speed Sensor (VSS) DP
Test
Pinpoint
Vehicle Speed Sensor (VSS) DP
Test
Perform the drive cycle below as appropriate for the vehicle being tested.
Automatic' Transmission
Place the gear selector in LOW and heavily accelerate to 35 mph, then coast down to an idle
and stop the vehicle. Shut engine off.
Manual Transmission
Starting in first gear, shift to second gear and moderately accelerate to 40 mph, then coast
down to an idle and stop vehicle. Shut engine off.
Run Key On Engine Off Self-Test and record Continuous Memory Codes.
Pinpoint
'Vehicle Speed Sensor (VSS) DP
Test
A9695-B
.
Pinpoint
Vehicle Speed Sensor (VSS) DP
Test
,Pinpoint
Vehicle Speed Sensot' (VSS) DP
~ Test
,-
.-~
TEST STEP RESULT ACTION TO TAKE
NOTE: The 1.9L MA SEFI A/T has a VSS circuit Yes ~ RECONNECT
input to the 4EAT, module. This test is to ~ssor. GO to
verify that the VSS circuit is not shorted DP5 .
inside the 4EAT module.
Key off.
No ~ Shop
GO to Transmission
Manual Group to
Breakout box installed, processor disconnected. check for short in
4EAT system.
VSS disconnected. ~
,;
Raise vehicle on hoist.
Disconnect VSS.
.. ~
PIN3~PIN1
~
VSS VEHICLE
HARNESS CONNECTOR A 13543A
.'-
DAVE GRAHAM INC. 2012
ALL RIGHTS RESERVED
17-148 EEC-IV Pinpoint Test Procedures
Pinpoint
Vehicle Speed Sensor (VSS) DP
Test
VSS VEHICLE
HARNESS CONNECTOR
~ A13544A
PIN1~
~
PIN 2 PIN 2 .-
HARNESS SIDE SENSOR SIDE
OF CONNECTOR OF CONNECTOR
A13545A
INote I
You should enter this Pinpoint Test only ,when a Service Code 23, 53, or 63 is received
during Quick Test. '
IRemember I
To prevent the replacement of ,good components, be aware that the following non-EEC areas
may be at fault: . .
TESTPIN47 @ FIPL-----++I
*TEST PIN 26 @ VREF----
.'
--.--------------------------------------'
DAVE GRAHAM INC. 2012
ALL RIGHTS RESERVED
EEC-IV Pinpoint Test Procedures 17-151
D01 I
SERVICE CODE 23:
CHECK FOR STUCK THROTTLE LINKAGE
I
OQ10 SERVICE CODE 63:
ATTEMPT TO GENERATE CODE 53/23
No
GO to IOQ121 .
~ GO to Pinpoint Test
Step IC11.
Key on, engine off.
Measure voltage between VREF circuit and SIG
RTN circuit at the FIPL sensor vehicle harness
connector.
Is voltage between 4.0 and 6.0 volts?
Perform Key On Engine Off Self-Test while holding the throttle wide open (WOT).
While in Self-Test, place 0.515 inch gauge block Rotunda number T83T-7B200-AH between
the Fuel Pump Lever Travel Screw and the Gauge Boss (Figure 1 and 2).
Constant Tone, solid Light, or "STO LO" readout means the FIPL adjustment is within
range, cycle OCS to get out of this test.
Beeping Tone, Flashing Light, or "STO LO" erratic readout (4 per second) indicates
adjustment is required.
Beeping Tone, Flashing Light, or "STO LO" erratic readout (1 per second) indicates
adjustment is required.
If tone is undetectable, FIPL may have worn internal substrate. Check by trying to move
sensor.
1. If FIPL sensor and bracket screws are tight and there are no signs of wear between, the
mounted parts, loosen FIPL sensor attachment screws and rotate sensor one way or the
other until a constant tone, solid light, or "STO LO" readout is obtained. Tighten FIPL
sensor attachment screws. REMOVE gauge block; RERUN Quick Test.
2. If bracket shows signs of wear due to movement or vibration, remove epoxy from FIPL
bracket screw heads. Loosen those screws and turn the FIPL/bracket assembly to get
within range then retighten screws and apply epoxy to screw head. REMOVE gauge
block, RERUN Quick Test.
3. If the Service Codes are still present or a steady tone cannot be obtained, REPLACE the
FIPL sensor.
WARNING I
DO NOT TURN THE FUEL PUMP LEVER TRAVEL SCREW. THIS SCREW HAS BEEN
PRESET AND SHOULD NOT BE TAMPERED WITH.
LOW IDLE
ADJUSTMENT SCREW
A12798-B
GAUGE BLOCK----~~....m1lIl
GAUGE BOSS-
A12799-B
[
/VREF~~'
) FIPL SIG <> k' ai' ) .
'-SIG.RTN.--'/
PROCESSOR HARNESS FIPL SENSOR
A12808-A
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
S!~SIG VREF~
YFIPL '
0/"14
TO GROUND
Jl
)~ .
SIG. RTN. ,t
FIPLSENSOR
PROCESSOR HARNESS
A12809A
Still Key On Engine Off Continuous Monitor mode. Yes ~ ISOLATE fault.
SERVICE as necessary.
Observe VOM or STAR LED for a fault indication REFER to appropriate
while performing the following: figure. CLEAR
Continuous Memory
- Referring to the illustration in Step I OQ94 1
(REFER to Quick Test
grasp the vehicle harness close to the sensor Appendix). RERUN
connector. Wiggle, shake or bend a small Quick Test.
section of the EECIV system vehicle harness
while working your way to the dash panel.
Also wiggle, shake or bend the EECIV No ~ GO to IOQ961.
vehicle harness from the dash panel to the
processor.
Does YOM or STAR LED indicate a fault?
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
- RERUN Quick Test.
Pinp~int
Cylinder Identification (CID) Sensor DR
Test
INote I
You should enter this Pinpoint Test only when Service Code 19 is received during Quick
Test.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
TO EDIS
MODULE
PIN 7
Pinpoint.
Cylinder Identification (CID) Sensor DR
Test
injection synchronization.
Possible causes:
- Open or shorted harness.
- Faulty CID sensor.
- Faulty processor.
' ,
Key off.
Disconnect CID sensor (located on back of
cylinder head by coil pack).
DVOM on 200,000 ohm scale.
Measure resistance of CID sensor.
Is resistance between 300 and 600 ohms?
.,
0'
Pinpoint
Cylinder Identification (.CID) Sensor DR
Test
.. ,
CIDSENSOR
~
VEHICLE HARNESS
CONNECTOR
A13548-A'
"
Pinpoint
Cylinder Identification (CID) Sensor -DR
Test
INote I
You should enter this Pinpoint Test only when a Service, Code 67 or 79 Is received
during Quick Test or you have been direct,ed here from Diagnosis By Symptom.
IRemember I
This, Pinpoint Test is intended to diagnose only the following:
Processor (-12A650-)
Harness circuits: CES, NCS, NDS, NGS, ACC, ACCS and SIG RTN
I
- Pin 30 = Neutral drive
while cranking the engine or during KOEO test.
Possible causes are:
.- A/C circuit shorted to power
- Neutral clutch/drive circuits open
- Neutral clutch/drive switch open
- Faulty processor
- Starter relay disconnected during Self-Test.
1.9L EFI, 1.9L MA SEFI, 2.3L, 2.9L, 3.8L SEFI ....Jl""'" GO to IFA21.
Super Charged and 5.0L SEFI Mass Air
NOTE: For 4.9L engines, the clutch pedal must Yes ~ For vehicles with
be down during KOEO test; if not, a A/C:
Code 67 will result. GO to IFA101.
Key off. For all others:
Disconnect processor 60 pin connector. Inspect REPLACE processor.
for damaged or pushed out pins, corrosion, loose
wires, etc. Service as necessary. No ~ SERVICE open circuit.
Install breakout box, leave processor disconnected. REMOVE breakout box.
RECONNECT all
DVOM on 200 ohm scale. components.
Clutch pedal down.
Measure resistance between Test Pin 30 and Test
Pin 46.
Is each resistance less than 5 ohms?
TO IGNITION
SWITCH
CLUTCH INTERLOCK
SWITCH
1
SWITCH J
CLUTCH ENGAGE
TEST PIN 30
4(
10 STARTER
RELAY
-_'"'""-.....i4I.....-~~.
A8911B
TEST PIN 30 ~~
TO STARTER
RELAY
I
FA10 CHECK AIC INPUT
NOTE: Before entering this test, verify Shift Yes ~ SERVICE short to
Selector is in PARK for E40D vehicles power in AIC circuit.
only, and A/C selector is off. If A/C was REMOVE breakout box.
on, rerun Quick Test. If code 67 or 79 is RECONNECT all
present, continue with this test. components. RERUN
Disconnect processor 60 pin connector. Inspect Quick Test.
for damaged or pushed out pins. corrosion, loose
wires, etc. Service as necessary. No ~ For vehicles with
Install breakout box, leave processor disconnected. E40D transmission:
GO t Pinroint Test
Key on, engine off. l
Step TC1 .
DVOM on 20 volt scale.
For all others:
Measure voltage between Test Pin 10 at the REPLACE processor.
breakout box and chassis ground. REMOVE breakout box.
Is voltage greater than 1.0 volt? RECONNECT all
components. RERUN
AIC CLUTCH CIRCUIT Quick Test.
i-T~p'N1o~-lL 11
)AC
I __ ...,
I ~ '- BATT~+) I
L!~T.!!.N~ _ _ _ACD _ _ _ J
2.3L HSC CAR, 2.3L & 4.9L TRUCK
A13549A
I
FA11 CHECK AIC INPUT CIRCUIT
.NOTE: A low idle with A/C on could be the Yes ~ REPLACE processor.
result of the processor not receiving, or REMOVE breakout box.
recognizing the A/C input on Pin 10. RECONNECT all
components. RERUN
Key off, wait 10 seconds. Quick Test. .
Disconnect processor 60 pin connector. Inspect
for damaged or pushed out pins, corrosion, loose No ~ SERVICE open in AIC
wires, etc. Service as necessary. circuit. Refer to the
appropriate engine
Install breakout box, leave processor disconnected. schematic in Engine
Supplement Sections.
DVOM on 20 volt scale. REMOVE breakout box.
Key on, engine off. RECONNECT all
components. RERUN
AIC on. Quick Test:
Measure voltage between Test Pin 10 and Test
Pin 40.
Is voltage greater than 10.5 volts?
)AC
A11501-B
breakout box.
Disconnect 16 pin connector from the 4EAT
module.
DVOM on 20 volt scale.
Key on, engine off.
Measure voltage between Test Pin 30 at the
breakout box and chassis ground.
Is voltage less than 1.0 volt?
BRN TO
TEST PIN 30 0 NDS~ 4EAT
MODULE
(3.0L PROBE R1BL)
A13550-A
,
..
----~
BRN ~
-
TEST PIN 30 0-- NOS
(3.0L PROBE RlBl)
- - -
------ X
~
10-
~ I--
~~
~
1000-1....-
4EAT MODULE
16-PIN VEHICLE
HARNESS CONNECTOR
A13551-A
TESTPIN~~
TEST PIN 10
AlC
:Ill
AlC CLUTCH CIRCUIT
AlC --
DEMAND CYCLE
SWITCH PRESSURE
SWITCH
L...---II:'. 10 BATIERY A8912-B
Pinpoint
IBrake 00/.0(800) Test
FD
INote I
You should enter this Pinpoint Test only when a Service Code 74 or 75 is received
during Quick Test.
IRemember I
. .
To prevent the replacement of good components, be aware that the following non-EEC areas ,
may be at fault:
BOO circuit
BATT (+)
% FUSE
, STOPLAMP
SWITCH
12A581 14401
HARNESS HARNESS
STOPLAMP
A9211-a
Pinpoint
IBrake On/Off (BOO) Test
FD
BATT (+)
l
r
FUSE
STOPlAMP
SWITCH
A9212-B
BATI(+)
~ FUSE
3.0LEFI
2.5LCFI
TEST PIN 2 e_ Rl
_ L_G_ _ BOO
-(i)g
00
RlLG
%STOPLAMP
SWITCH
STOPLAMP
A9213-B
Pinpoint
IBrake On/Off (BOO) Test
FD
BA1(:~SE
tsroPLAMP
(1)
0 SWITCH
00
. 00
-TEST PIN 5 0-- RlLG - - BOO ~~~---R/LG:-----
12A581 14401
HARNESS HARNESS STOPLAMP
A9214B
BATT(+)
~
~ ::LAMP
SWITCH
12A581
WLG-----..
14401
HARNESS HARNESS STOPLAMP
A9215B
Pinpoint
IBrake On/Off (BOO) Test
FD
BATT (+)
l FUSE
r STOPLAMP
SWITCH
12A581 14401
HARNESS HARNESS
STOPLAMP
A9216-B
Mark VII
BATT (+)
l FUSE
r STOPLAMP
SWITCH
TEST PIN 2 0- LG BOO mLG--
12A581 ~ 14401
HARNESS
STOPLAMP
HARNESS
A9217-B
Town Car
BATI(+)
o0 0 0
DOD 0 STOPLAMP
SWITCH
[] 0 0 0
DGIW
DGIW
*TEST PIN 5 0 - -
DOD 14401
HARNESS
12A581
HARNESS STOPLAMP
A13552-A
BATT (+)
l FUSE
r STOPLAMP
SWITCH
A9218-B
Pinpoint
IBrake On/Off (BOO) Test
FD
BATT (+)
i FUSE
STOPLAMP
SWITCH
12A581~
HARNESS
14290
HARNESS
STOPLAMP
A13553A
Aerostar
BATI(+)
~ FUSE
STOPLAMP
SWITCH
- A9221B
Pinpoint
[Brake On/Off (BOO) FD
Test
E-Series
BATT (+)
12A581 14401
HARNESS HARNESS
A9222B
BATT (+)
~ FUSE
STOPLAMP
SWITCH
*TEST PIN 20- LG - BOO--l+-+-+-3EI-+o
12A581
HARNESS
A9223B
Pinpoint
IBrake On/Off (BOO) Test
FD
BATT (+)
~ FUSE
r STOPLAMP
12A581 14401
HARNESS HARNESS STOPLAMP
A9229-B
Pinpoint
IBrake On/Off (BOO) Test
FD
Pinpoint
IBrake On/Off (BOO) Test'
FD
Service Code 75 indicates that while the brake Yes ~ REPLACE processor.
pedal was released during the Engine Running Self- REMOVE breakout box.
Test, the BOO signal was high. RERUN Quick Test.
Possible causes are:
- Brake pedal depressed during entire Engine No ~ GO to IFD61.
Running Self-Test.
- Open BOO/stoplamp circuit (between processor
and stoplamp ground).
- Short to POWER. ."
- Faulty processor.
Key off, wait 10 seconds.
Disconnect processor 60 pin connector. Inspect
for damaged or pushed out pins, corrosion, loose
wires, etc. Service as necessary.
Install breakout box, leave processor disconnected.
DVOM on 20 volt scale.
Measure voltage between Test Pin 2 and Test Pin
40 at the breakout box while depressing and
releasing the brake.
Does the voltage cycle?
Pinpoint
IBrake On/Off (BOO) Test
FD
I
FD10 SERVICE CODE 74:
VERIFY BRAKE WAS PRESSED
Brakelamps ~ GO to IFD131.
never on
Brakelamps ~ GO to IFD141.
always on
Pinpoint
IBrake On/Off (BOO) Test
FD
INote I
You should enter this Pinpoint Test only when a Service Code 52 is received during
Quick Test or if you have been directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Idle speed/throttle stop adjustment
Binding throttle shaft/linkage or speed control linkage
This Pinpoint Test is intended to diagnose only the following:
Power steering pressure switch (-3N824-)
Harness circuits: PSPS, and SIG RTN
Processor assembly (-12A650-)
FF1 IATIEMPT
SERVICE CODE 52:
TO ELIMINATE CODE 52
At this point in the Diagnostics there are only two Yes ~ GO to Power Steering
possible causes for the original Code 52 Engine Pressure Diagnosis
Running: Group in Shop Manual,
looking for low
- PSPS (switch) that will not open. pressure.
- Low available hydraulic pressure.
Key off, wait 10 seconds.
No ~ Original Code 52
Engine Running was a
Substitute original PSPS with a known good result of a bad PSPS
PSPS. (switch). REMOVE all
equipment and
Run Engine Running Self-Test. (Turn steering CONTINUE, if
wheel at least one-half turn after Engine 10 code.) necessary, with any
other Diagnostics.
Is Code 52 still present?
At this point in the Diagnostics there are two Yes ~ GO to Power Steering
possible causes for the original Code 52 Engine Pressure Diagnosis
Running: Group in Shop Manual,
looking for high
- PSPS (switch) that always remains open during pressure.
Engine Running.
- Excessively high hydraulic pressure. No ~ Original Code 52
Engine Running was a
Key off, wait 10 seconds. result of a bad PSPS
(switch). REMOVE all
Substitute original PSPS with a known good
equipment and
PSPS.
CONTINUE, if
Run Engine Running Self Test. (Turn steering necessary, with any
wheel at least one-half turn after Engine 10 cod.e.) ot~er Diagnostics.
Pinpoint
IFuel Control Test
H
INote I
You should enter this Pinpoint Test only when a Service Code 41, 42, 65, 85, 86, 91, 92 or 93 is
received during Quick Test or when directed here from Diagnosis By Symptom or Pinpoint Test ~.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
NOTE: Fuel contaminated engine oil may affect 41, 42, 91 and 92 Service Codes, so if it
is suspected, remove the PCV from the valve cover, and rerun Quick Test. If the
problem is corrected, then change the engine oil and filter.
Pinpoint
IFuel Control Test
H
TO
GROUND
TEST PIN 490--0--HEGOGND~ HEATED EGO
~
~'-
~
VEHICLE HARNESS
CONNECTOR
INJECTOR
POWER GROUND_ 0 I .
-:- IGNITION
TEST PIN 29 0 DGIP HEGO SIGNAL - - - - RUN CIRCUIT
~ij dj G ~~~~;:RS
PIN 37 0---t-W/R--VREF
PIN 57 e--J
PIN58~y_,INJ1-----BA/LB~t J59 J12 13
PIN 13 0---GA/O-INJ 4 - - - - - - - - - - - - - - - - T
-TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A13567-A
Pinpoint
IFuel Control Test
H
PIN59~INJ.2
PIN 58 0 T INJ.~~~FRONTOF_
PIN 12 ~INJ. 3 ENGINE
PIN 13 ~INJ. 4
~:~ ~ : LG :~j:~
: ,VPWR 6
Pinpoint
IFuel Control Test
H
CYL 1 2 3 4
INJECTORS
5 6 7 8
PIN 42 PIN
52
*CYLINDER AND INJECTOR
LOCATIONS ARE THE SAME
*TEST PINS LOCATED ON BREAKOUT BOX. IE CYL. = INJ. = ETC A9471-e
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
Pinpoint
IFuel Control Test
H
1..-4 CYLINDERJ
~-- 6 CYLINDER----..
~ - - - 8CYLINDER---~
FUSE
BREAKOUT LINK TO IGNITION
BOX PIN NO. POWER GROUND ~ ~RUN CIRCUIT .
PIN 290 DG/P HEGO SIGNAL ~ HEGO VEAIClE
HARNESS CONNECTOR
HEGO GROUND
PIN 49 e....O--HEGO G N D . - - - - - - - - - - c 3 )
PIN 58 E> INJ. BANK 1-------~~~___:=___,..- .....~iRoIjo___j~~
PIN
PIN
PIN
37e
59 @
R
57 E> R
INJ. BANK 2
VPWR
VPWR
,INJ. BANK 2 INJ. BANK 1
: 1.4 CYLINDER.l
.....- - 6 CYLINDER---I~
...- - - 8 CYLINDER----+!.
A947G-B
Pinpoint
IFuel Control Test
H
Pinpoint
IFuel Control Test
H
Pinpoint
IFuel Control Test
H
Pinpoint
IFuel Control Test
H
For SEFI:
Go to IH91.
No ~ For SEFI:
GO to IH91.
All Others:
GO to IH61.
NOTE: Verify fuel quality; air and/or water will Yes ~ The EEC-IV system is
also pressurize and look like acceptable not the cause of the
fuel delivery. No Start. REMOVE the
fuel pressure gauge.
Key off. RECONNECT the
inertia switch. REFER
Fuel pressure gauge installed. to Section 2 for other
Pressurize fuel system per step [HI] . No Start routines.
Pinpoint
IFuel Control Test
H
Requires standard non-powered 12 volt test lamp. Yes ~ For all SEFI vehicles:
REMOVE breakout box.
Key off. RECONNECT processor
Breakout box installed. GO to Section 4 for
injector testing and
Connect processor to breakout box. cleaning instructions.
For EFI:
-
.
Connect test lamp between Test Pin 37 and
After any servicing,
RERUN Quick Test
and Cylinder Balance
Test Pin 58 at the breakout box. Test.
- Connect test lamp between Test Pin 37 and 59
at the breakout box. For all other engines:
GO To IH71.
For SEFI:
- Connect test lamp between Test Pin 37 and the
suspect injectors Test Pin at the breakout box.
No ~ No light:
VERIFY 12 volt at"Test
For eFt: Pins 37 and 57.
- Connect test lamp between Test Pin 37 and Bright light:
Test Pin 58 at the breakout box. CHECK injector circuit
Crank or start engine. for shorts to ground.
NOTE: Properly operating systems will show a If system checks OK,
d.im glow on the lamp. REPLACE processor.
Is glow on lamp dim? REMOVE breakout box.
RERUN Quick Test.
Connect tachometer to engine. Run engine at idle. Yes ~ Fuel delivery OK.
Problem is in an area
Disconnect and reconnect the injectors one at a common to all
time: Note rpm drop for each injector. cylinders i.e. air/
vacuum leak, fuel
Does each injector produce at least a 100 rpm
contamination, EGR,
momentary drop? HEGO GND. CHECK
NOTE: ISC will attempt to re-establish rpm. MAP frequency etc.
SERVICE as necessary.
No ~ GO to Section 4 for
injector testing and
cleaning instructions.
After any servicing,
RERUN Quick Test.
Pinpoint
IFuel Control Test
H
The Cylinder Balance Test switches each injector Yes' .~ For Vehicles With
OFF and ON one at a time. Service codes Service Code 41/91:
correspond to the cylinder number, (e.g. Service GO to IH111.
Code 30 indicates a problem with cylinder No.3, a
Service Code 90 indicates a pass.) The Cylinder For Vehicles With
Balance Test is designed to aid in the detection of Service Code 42/92:
a weak or non-contributing cylinder. The Pinpoint . GO to IH231.
Test Steps are designed to isolate only EEC-IV
related problems. For All Others:
Refer to Quick Test Appendix for detailed Fuel delivery is OK.
information about Cylinder Balance Test. Problem is in an area
common to all
Run the Engine Runr:ling Self-Test. cylinders, Le., air/
After the last repeated code, wait 5-10 seconds. vacuum leak, fuel
"Goose" throttle lightly (not wide-open-throttle). contamination, EGA,
HEGO GND, intercooler
Cylinder Balance Test will be performed. Time of
test is approximately 2-3 minutes. leaks (3.8l Super-
Charge - Section 8).
Is Code 90 present? CHECK MAP
frequency, etc.
SERVICE as necessary.
No ~ GO to IH41.
.
CYLINDER BALANCE TABLE
SERVICE CODE VS. CYLINDER
CYLINDER/INJECTOR
1 2 3 4 5 6 7 8
NUMBER RERUN
PASS TEST
BREAKOUT BOX
58 59 12 13 14 15 42 52
PIN NUMBER
* If throttle is touched (moved) during Cylinder Balance Test, Service Code 77 will appear, indicating test
was not completed.
Pinpoint
IFuel Control Test
H
H11 I
SERVICE CODE 41/91:
FUEL CONTROL ALWAYS LEAN
..
IH141.
Rerun Engine Running Self-Test.
Is Code 41/91 present? No GO to IH201.
Pinpoint
IFuel Control Test
H
HEGO SIGNAL---~~~-""~
POWER GROUND r'r.l .//_~
(' 1
'CI
lFuel Control
Pinpoint
Test
H
HEGO SIGNAL----~~~~
POWER GROUND--"P.!I"'-6...,..tl~
KEY POWER ---~ ..........c:~I~.
HEGO SENSOR
CONNECTOR
A11606-A
Pinpoint
IFuel Control Test
H
~~
:(~~~) /I
POWER GROUND
KEY POWER
~'~
~-
,r- - - - - - - - - - -- --
FOR 2.3l MA, 2.9l MA, 4.0l,
--,
I
I 4.9l, AND S.8l EFt: I
,
I HEGOGROUND
SIG RTN (TRUCK ONLY)
I
:
I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ .J
,_
HEGO VEHICLE
HARNESS CONNECTOR A9891-D
Pinpoint
IFuel Control Test
H
----.f..,..,~7""~~:'\
....,~
OK, then
HEGO SIGNAL REPLACE
POWER GROUND nil (( 'Ofn processor. RERUN
KEY POWER ~~U4~ Quick Test.
"'=K)
1- - FOR-2.3L.MA,2.9LMA,- - .~ 1 No ~ REPLACE HEGO
4.0L, 4.9L, AND 5.8L EFI: I sensor. REMOVE
l HEGO GROUND -'I I breakout box.
IL. SIG RTN (TRUCK ONLY) . JI RECONNECT
processor, RERUN
HEGO SENSOR CONNECTOR A13569-A Quick Test.
Pinpoint
IFuel Control Test
H
,H20 I
CHECK RESISTANCE OF HEATER ELEMENT
ON HEGO
~
HEGOSIGNAL
POWER GROUND
KEY POWER
'-.;;:;;; IQ
1- - FOR2.i. MA,2.9L MA, - - ... 1
l 4.pL, 4.9L, AND 5.8L EFI: I
I HEGO GROUND I
IL. SIG RTN (TRUCK ONLY) ..JI
HEGO SENSOR CONNECTOR A13569-A
Pinpoint
IFuel Control Test
H
H21 I
CHECK FOR POWER AT HEGO
HARNESS CONNECTOR
~
~ HEGO SIGNAL
cylinders, Le. air/
n POWER GROUND
( .U~)
j1 KEY POWER vacuum leak, fuel
~'~ contamination, EGR,
I
"'-
r - - - - - - - - - - - - - - --,
FOR 2.3l MA, 2.9l MA, 4.0l, I
MAP. CHECK MAP
frequency, etc.
I 4.9l, AND 5.8l EFI: I SERVICE as necessary.
I HEGO GROUND I
:1_ _ _ _ _ _ _ _SIG RTN (TRUCK ONLY) : For All Others:
_ _ _ _ _ _ _ _ _ -J
GO to [!ff] .
HEGO VEHICLE
HARNESS CONNECTOR A9891-D
No ~ GO to IH221.
Pinpoint
[Fuel Control H
Test
.P-~--
........ HEGO SIGNAL
(~~--POWERGROUND
(-H-~-KEY POWER
r - - - - ... - - - - - - - - - ---,
, FOR 2.3L MA, 2.9L MA, 4.0L, J
I 4.9L, AND 5.8L EFI: I
I HEGO GROUND I
: SIG RTN (TRUCK ONLY) :
J_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ..J
HEGO VEHICLE
HARNESS CONNECTOR A9891D
Pinpoint
IFuel Control Test
H
HEGO SIGNAL---~~~""""-~"",,
J/_~~
POWER GROUND ---'rrr.l"""({f-~-
KEY POWER ~~IJ4.
""'='0
1- - FOR-2.i MA,2.9L MA,- - -1
4.0L, 4.9L, AND 5.8L EFt: I
I HEGO GROUND I
IL.. SIG RTN (TRUCK ONLY) ..JI
HEGO SENSOR CONNECTOR A13569-A
Non-EEC areas could cause a Service Code 42/92. Yes ~ REMOVE jumper.
Check for:
For Engines With
- Fuel contaminated engine oil
MAP Sensor:
- Ignition caused misfire (fouled GO to IH261.
spark plug)
All Others:
- CANP problems
GO to IH281.
Key off, wait 10 seconds.
HEGO disconnected. No .. REMOVE jumper.
RECONNECT HEGO
Jumper HEGO SIG circuit at the HEGO vehicle
harness connector to battery negative post. sensor. DISCONNECT
processor 60 pin
Rerun Engine Running Self-Test. connector. Inspect for
Is Code 41/91 present? damaged or pushed
out pins, corrosion,
loose wires, etc.
SERVICE as necessary.
If OK REPLACE
processor. RERUN
Quick Test.
Pinpoint
IFuel Control Test
H
~
, '
TEST STEP RESULT ACTION TO TAKE
NOTE: Due to the M~P sensor's large influence Yes ~ RELEASE vacuum. GO
on fuel control, there is a possibility that to IH271.
a Code 42/92 could be a result of a MAP
problem, even though a Code 22 is not No ~ REPLACE MAP sensor.
present. Therefore the next two Test REMOVE vacuum
Steps will verify proper vacuum to the pump. RECONNECT
MAP sensor and its ability to hold HEGO sensor. RERUN
vacuum. Quick Test.
Tee a vacuum gauge into the manifold vacuum Yes ~ INSPECT vacuum lines
line at the MAP sensor for leaks, holes,
disconnections, kinks,
Start the engine and let rpm stabilize. Note blockages, and proper,
vacuum level. routing. SERVICE as
necessary. REMOVE
Key off, wait 10 seconds. vacuum gauge and tee.
REMOVE vacuum gauge and tee and reconnect RECONNECT HEGO
vacuum line to MAP sensor sensor. RERUN Quick
Test.
Tee in vacuum gauge at a different source of
intake manifold vacuum and restart the engine.
Note vacuum level.
No ~ GO to IH2SI.
Does the vacuum level differ greater than 1
in-Hg?
Pinpoint
IFuel Control Test
H
1.9L EFI
/
FRONT
OF
ENGINE
/
A1357o-A
Pinpoint
IFuel Control Test
H
CODE 41/91 - Indicates. that a HEGO circuit has not switched during closed loop fuel
control.
NOTE: In this situation, Code 41 or 91 does not necessarily Indicate a lean condition.
Before attempting to service a Continuous -Memory Code 41 or 91, DIAGNOSE all other
driveability compraints first (e.g., rough idle, misses, etc.) using Diagnosis by Symptom.
Symptom:
Exhaust odor, smoke is possible to appear without code 41/91, it is an intermittent fault and
could be due to loose HEGO SIG or HEGO GND connection or poor HEGO harness insulation
near the exhaust manifold. The processor thinks the system is lean and therefore leads to an
over-rich fuel condition.
Some areas to check are:
HEGO SIG and GND conn~ctions.
HEGO harness insulation near the exhaust manifold.
Unmetered Air (vacuum leak~/intake air leaks):
Canister purge system.
PCV system.
- . ~ngine s.ealing.
Crimped fuel lines.
Plugged fuel filter.
Fouled fuel injectors.
Air leaks between mass air flow sensor and air outlet tube to throttle body.
HEGO Fuel Fouled:
Whenever an over-rich fuel condition has been experienced (fuel fouled spark plugs), make a
thorough check of the ignition system. If a HEGO sensor is suspected of being fuel fouled
(low output or slow response), run the vehicle at sustained high speed (within legal limits)
followed b~ a few hard accels. This will burn off the HEGO contamination and restore
proper HEGO operation.
Ignition System:
If engine is always in DEfAULT spark (base timing) refer to Quick Test Step 14.0 I.
Improper Fueling:
lead fouled HEGO sensor.
Fuel Pressure:
Perform Pinpoint Test Steps ffijJ and IH21 .
TP Sensor:
Turn key to RUN position. While moving throttle slowly toward wide-open position, measure
voltage between Test Pins 47 and 46 at the breakout box. If the voltage does not increase
with the increase of throttle opening, replace TP sensor or linkage as necessary.
If at this~int the driveability concern is still present, perform Pinpoint Test Steps IH31
through ~. .
Pinpoint
IFuel Control Test
H
H301 CONTINUOUS MEMORY CODE 41, 42, 43, 65, 85, OR 86:
Code 41 - -HEGO indicated the fuel system was lean for more than 15 seconds when the
fuel system should have been in closed loop fuel control.
Code 42 HEGO indicated the fuel system was rich for more than 15 seconds when the
fu~1
system should have been in closed loop fuel control.
Code 43 HEGO indicated the fuel system was lean at WOT for more than 3 seconds.
Code 85 Adaptive fuel has corrected an excessive rich condition. (Adaptive fuel made the
fuel system leaner.)
Code 86 - Adaptive fuel has corrected an excessive lean condition. (Adaptive fuel made the
fuel system richer.)
Before attempting to service a Continuous Memory Code 41, 42, 43, 65, 85, or 86,
DIAGNOSE all other driveability complaints first. Examples: rough idle, misses, etc. using
Diagnosis By Symptom.
Whenever an over-rich fuel condition has been experienced (fuel fouled spark plugs), make a
thorough check of the ignition system. If a HEGO sensor is suspected of being fuel fouled
(low output or slow response), after the vehicle service, run the vehicle at sustained high
speed (within legal limits) followed by a few hard accels. This will burn off the HEGO
contamination and restore proper HEGO operation.
The fuel Service Code may help to isolate the cause of the fuel control problem.' Some
areas to check are:
Vane Air Flow meter indicates low air flow. Check for vacuum leaks, intake air leaks, or a
sticking vane caused by contamination or frost.
Restricted fuel supply (crimped fuel lines or plugged fuel filter or screen at the Fuel
Pressure Regulator).
Pinpoint
.1 Fuel Control H
Test
I
H30 (CONTINUED)
Pinpoint
IFuel Pump Circuit Test
J
INote I
You should enter this Pinpoint Test only when a Service Code 87, 95 or 96 is received
during Quick Test or if you have been directed here from Pinpoint Test 00 or
Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
Fuel Pump Relay (-9345-)
Inertia Switch (-9341-)
Harness circuits: BAn (+), VPWR, F.P., GND and Power-To-Pump(s)
Processor Assembly (-12A650-)
t
POWERTOPUMP Y
PKlBK TO
TEST
BATT (+)
PIN 8
TO
TO IGNITION BATT (+)
TO
START/RUN TO FUEL
CIRCUIT FUEL PUMP
PUMP
A11532C
Pinpoint
IFuel Pump Circuit Test
J
TO SELF-TEST
CONNECTOR FUEL PUMP
RELAY
VEHICLE HARNESS
CONNECTOR
TEST PIN 22 ~ T/LG - - FUEL PUMP--oI-----+oou TEST PIN 22
~
INERTIA SWITCH LOCATION - MUSTANG NOTE: FOR 1.9L MA SEFI POWERTOPUMP
2 INERTIA SWITCH LOCATION -1.9L MA SEFI . AND INERTIA SWITCH CIRCUITS ARE DOUBLED
3 INERTIA SWITCH LOCATION - ALL OTHERS (2-WIRES EACH) A11533.C
Pinpoint
IFuel Pump Circuit Test
J
TO SELF-
TEST CONNECTOR FUEL PUMP
RELAY
VEHICLE HARNESS
CONNECTOR
TEST PIN 22
TEST PIN 2 2 0 - - - FUEL PUMP -----4t-----+-u
TO
VPWR~-""""",~~I
A11535-C
BATT(+) At Relay
Application Wire Color
Mustang OILS
Mark VII R
Pinpoint
IFuel Pump Circuit Test
J
TO
BATT (+)
BATT (+)
o DO
o
i RELAY BLOCK
VEHICLE HARNESS
CONNECTOR
u....I~_~_ _~'--_ _ -+- ...... (LOCATED ON
WAC VACUUM
RELAY RESERVOIR)
TEST PIN 22
.---------------------------------
I <:>
TEST PIN 19 FPM - - - - - - - - -__
TO
FUEL
PUMP
:: 5.0L SEFI TOWN CAR (
"
INERTIA
I 5.0L SEFI MA TOWN CAR, CROWN VICTORIA! I SWITCH
:1 GRAND MARQUIS
~ .J:
TO
FUEL
PUMP A13563A
Pinpoint
IFuel Pump Circuit Test
J
~~~~20A, INSIDE
INERTIA
SWITCH & GLOVE COM,PARTMEN.T)
~
TO FUEL
PUMP
A13564-A
Pinpoint
IFuel Pump Circuit Test
J
To check if fuel pump runs, turn key from Ott to Yes ~ GO to Section 11. Also
Run position, repeat several times. (Do not turn to REFER to Fuel/Engine
start position.) Shop Manual Group.
Does fuel pump run briefly each time the key
is turned to RUN position?
No ~ GO to IJ21.
~
TEST
VPWR PIN 22
POWER
BATT ( + ) -TO-
PUMP
FUEL PUMP RELAY
. VEHICLE HARNESS CONNECTOR A 13565-A
Pinpoint
IFuel Pump Circuit
Test
J
Pinpoint
IFuel Pump Circuit Test
J
J9 ICHECK
POWER
FUEL PUMP CIRCUIT FOR SHORT TO
Pinpoint
IFuel Pump Circuit Test
J.
~~
POWER 0 OcD
-~ BATT(+) POWER
PUMP -T~
BATT ( + ) PUMP
Pinpoint
IFuel Pump Circuit Test
J
FP-Q-METER
PASSIVE C/U
GND
1.9L MA SEFI
INERTIA SWITCH
A13566-A
Pinpoint
IFuel Pump Circuit
Test
J
J26 I
TEST STEP
Key off.
Breakout box installed, processor disconnected.
Fuel pump relay disconnected.
Yes
REPLACE processor.
REMOVE breakout box.
RECONNECT fuel
pump relay. RERUN
Quick Test.
DVOM on 200 ohm scale.
Measure resistance between Test Pin 8 (Test Pin
19 for 5.0L, 1.9L SEFI, 3.8L SIC; Test Pin 50 for
3.8L SEFI RWD) at the breakout box and battery
negative post.
No
REMOVE breakout box.
RECONNECT all
components. GO to
Fuel/Engine Shop
Manual Group, Electric
Is resistance less than 10.0 ohms? Fuel Pump, for open in
Power-To-Pump circuit,
poor fuel pump ground,
open in fuel pump, etc.
J30 ICHECK
SERVICE CODE 96:
FOR BATT(+) TO FUEL PUMP RELAY
~~
POWER D . OeD
-10- . BATT ( + ) POWER
PUMP -TO-
BATI(+) PUMP
FUEL PUMP RELAY VEHICLE HARNESS
CONNECTOR (USE APPLICABLE DRAWING)
A9196-B
Pinpoint
IFuel Pump Circuit Test
J
Pinpoint
IFuel Pump Circuit Test
J
A Continuous Memory Code 95 indicates that one Yes ~ ISOLATE fault and
of the following intermittent conditions has occurred: SERVICE as necessary.
CLEAR Continuous
- Open circuit in or between the fuel pump and Memory (REFER to
FPM circuit at the processor (see schematic). Quick Test Appendix).
RERUN Quick Test.
- Poor fuel pump ground.
- FPM or Power-To-Pump circuit short to power. No ~ GO to IJ911.
- Fuel pump relay contacts stuck closed.
- Fuel pump circuit activated when processor
expected circuit to be off (Le. fuel system test
or prime procedure).
Start engine~
Check for engine stall/stumble while performing
the following (also, if possible, listen for fuel pump
turning off.)
- Shake, wiggle, bend the Power-To-Pump
circuit between the Power-To-Pump pin at the
fuel pump relay and the fuel pump.
- Shake, wiggle, bend the fuel pump ground
circuit from the fuel pump to ground.
- Lightly tap the fuel pump to simulate road
shock.
- For vehicles with the inertia switch in the
Power-To-Pump circuit (refer to schematic),
lightly tap inertia switch to simulate road
shock.
Key off.
Inspect the fuel pump vehicle harness connector
and the fuel pump ground for corrosion, damaged
pins, etc.
Is fault indicated/found?
Is fault indicated?
Pinpoint
IFuel Pump Circuit Test
J
I
TEST STEP RESULT ~ ACTION TO TAKE
A Continuous Memory Code 96, without the Yes ~ ISOLATE fault and
presence of a Continuous Memory Code 87, SERVICE as necessary.
indicates that during vehicle operation, one of the CLEAR Continuous
following has occurred: Memory (REFER to
Quick Test Appendix).
- Open in the BATT(+) circuit between BATT(+) RERUN Quick Test.
and the fuel pump relay. .
- Fuel pump relay contacts opened. No ~ For 1.9L EFI:
GO to IJ9SI.
- Open in the Power-To-Pump circuit from the
fuel pump relay to the FPM splice, if applicable For all others:
(see schematic). Unable to duplicate
and/or identify fault at
Start engine. this time. For further
Check for engine stall/stumble while performing diaenosis using the
the following (also, if possible, listen for fuel pump EE -IV Monitor Box,
turning off): REFER to Section 18
EEC-IV Monitor Box:
- Shake, wiggle, bend the BATT(+) circuit from Intermittent Fault
BATT(+) to the fuel pump relay. Diagnosis.
- Lightly tap the fuel pump relay (to simulate All others, CLEAR
road shock). Continuous Memory
(REFER to Quick Test
- Shake, wiggle, bend the Power-To-Pump
Appendix). RERUN
circuit from the fuel pump relay to the FPM Quick Test.
splice, if applicable (See schematic).
Key off.
Inspect the fuel pump relay connectors and
BATT(+) connector terminal for corrosion,
damaged pins, etc.
Is fault indicated/found?
Pinpoint
IFuel Pump Circuit Test
J
J95 ICHECK
CONTINUOUS MEMORY CODE 87:
EEC-IV HARNESS .
A Continuous Memory Code 87 indicates that a fuel Yes ~ ISOLATE fault and
pump primary circuit failure has occurred during SERVICE as necessary.
vehicle operation. Possible causes are: CLEAR Continuous
Memory (REFER to
- Open in VPWR circuit between the EEC power Quick Test Appendix).
relay and the fuel pump relay. RERUN Quick Test.
- Open coil in fuel pump relay.
No ~ Unable to duplicate
- Open in fuel pump circuit (Pin 22). and/or identify fault at
- Faulty inertia switch. this time. For further
dia~nosis using the
Start engine. EE -IV Monitor Box,
REFER to Section 18
Check for engine stall/stumble while performing EEC-IV Monitor Box:
the following (also, if possible, listen for fuel pump IntermIttent Fault
turning off): Diagnosis.
- Shake, wiggle, bend the VPWR circuit
All others, CLEAR
between the EEC power relay and the fuel Continuous Memory
pump relay. For vehicles with the inertia (REFER to Quick Test
switch in the VPWR circuit (refer to Appendix). RERUN
schematic), lightly tap the inertia switch to Quick Test.
simulate road shock.
- Shake, wiggle, bend the EEC-IV vehicle
harness fuel pump circuit (Test Pin 22)
between the processor and the fuel pump
relay.
- Lightly tap the fuel pump relay to simulate
road shock.
Key off.
Inspect the processor 60 pin connector and the
fuel pump relay connectors for corrosion,
damaged pins, etc.
Is fault indicated/found?
Pinpoint
IEGR On/Off Control Test
KA
INote I
You should enter this Pinpoint Test only when you have been directed here from
Diagndsis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
EGA Valve
This Pinpoint Test is intended to diagnose only the following:
Harness circuits: EGR and VPWR
EGR Solenoid (-90474:)
Presence of Manifold Vacuum
Processor Assembly (-12A650-)
_ -......._L..I ""\
EGR
SOLENOID
VEHICLE
HARNESS
CONNECTOR
TEST PIN 37 (!)--....;R;";",,..---VPWR---__
Pinpoint
IEGR On/Off Control Test
KA
Pinpoint
IEGR On/Off Control Test
KA
INote I
You should enter this Pinpoint Test only when a Service Code 12, 13, 16, 17, 19, 23, 38,
53, 58, 63, 68, 71, 73 or 93 is received during Quick Test or 6.0 or if you have been
directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault: .
~
ISC(+)
SIG RTN :
IS~ (-)
TEST PIN 46&BKIW-SIG RTN<
DC MOTOR IDLE
l
TEST PIN 280 ITS~~~ SPEED CONTROL
(TEST PIN 24 ON 2.5L CFI) VEHICLE HARNESS
CONNECTOR
TP
VREF
TEST PIN 210---ISC(+)-<~--- ........
THROTTLE SIG RTN
POSITION
SENSOR
(TP)
*TEST PIN 26~OIW-VREF-::: ...+-_---.
~
VREF
TP
VEHICLE
TEST PIN 47& DG/LG-TP--<~t----~ HARNESS SIG RTN
CONNECTOR
TEST PIN 46 0-BKIW-SIG RTN<~of----' THROTTLE POSITION
SENSOR VEHICLE
HARNESS CONNECTOR
*TEST PINS LOCATED ON THE BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A9918-D
,
Test Pin 41 ISC( -)
110el CFI W/LB
2.5L CFI W
1.75 INCHES
4.4 em
~ J
......... =it _10::::-)
CW\=~t::=j1!jr-""--~?:CHES~
- 5cm -,
A9919C
MOVE THROTILE
AWAY FROM
DC MOTOR SHAFT
~
A9674-B
Service Code 93 indicates that the DC motor is not Yes ~ REPLACE DC motor.
properly interacting with the throttle linkage. RERUN Quick Test.
Possible cause:
- Faulty DC motor No ~ SERVICE as necessary.
Key off, wait 10 seconds. RERUN Quick Test.
Inspect throttle for freedom of movement to wide-
open throttle and for damaged or bent throttle
lever.
Is throttle/throttle linkage functioning properly?
Run Key On Engine Off Self-Test and disconnect Yes. ~ REPLACE the TP
the DC motor after it has fully retracted and exit sensor. RECONNECT
Self Test. DC motor. RERUN
Quick Test.
Start engine and verify that the throttle stop rpm
is less than curb idle rpm. No ~ RECONNECT DC
Is the throttle stop rpm set below the curb motor. GO to the
idle rpm? adjustment procedure
in Section 4. ADJUST
throttle stop rpm.
RERUN Quick Test.
I
KB20 SERVICE CODE 73:
VERIFY THROTTLE OBSTRUCTION CODE
.
Service Code 73 indicates the processor did not Yes ~ REPLACE TP sensor.
detect a sufficient change in throttle position during RERUN Quick Test.
the Dynamic Response portion of the Engine
Running Self-Test. No ~ SERVICE other codes.
Possible causes:
- Faulty throttle position sensor or sensor circuit
- Faulty EGR system
- Faulty EGO sensor or sensor circuit
- Faulty idle tracking switch circuitry
Rerun Key On Engine Off Self-Test
Is Code 73 still present?
Service Code 12 indicates the system is not Yes ~ SERVICE these codes
capable of raising engine speed above curb idle. first. GO to Quick Test
Step 7.0 for direction.
Are Service Codes 31, 32, 34, 35, 41, or 58
present in Engine Running Self-Test?
No ~ GO to IKB241.
~~~-r._""'H""11J.~:-.--~[p>:: :1-)
~~--4~~~~~2INCHES
-- 5cm
A9919-C
Service Code 19 indicates that the engine does not Yes ~ GO to IKB27 I.
remain at a specified lower rpm prior to entering the
Dynamic Response Test portion of the Engine No ~ GO to !KB2SI.
Running Self-Test. Possible causes:
- Faulty MAP/BP sensor or sensor circuit ,
I
KB27 CHECK FOR ADDITIONAL SERVICE CODES IN
ENGINE RUNNING SELF-TEST .
Inspect the throttle plates andlor linkage for Yes ~ REPLACE DC motor.
proper function. RERUN Quick Test.
Does the throttle open and close properly?
No ~ SERVICE as necessary.
RERUN Quick Test.
Service Code 99 indicates the EEC system has not Yes ~ REPLACE processor.
learned to control the engine idle speed. RERUN Quick Test.
Possible cause:
No ~ SERVICE other codes
- Faulty processor as necessary.
With Self-Test deactivated, start the engine. DO
NOT touch the throttle.
Let the engine idle for 2 minutes.
Key off, wait 10 seconds.
Run Key On Engine Off Self-Test until the service
codes begin to be displayed, then deactivate Self-
Test.
Key off, wait 10 seconds.
Rerun Engine Running Self-Test.
Is Service Code 99 present?
Service Code 16 could indicate that the accelerator Yes ~ SERVICE other EEC-IV
pedal was touched during the Engine Running Self- codes as necessary.
Test. If Service Code 17 was present, check for
electrical loads on the engine, (e.g. AIC or cooling No ~ SERVICE as necessary.
fan on during Self-Test). RERUN Quick Test.
Check for vacuum leaks.
Check for throttle plate andlor linkage sticking or
binding.
Check for speed control linkage for proper
adjustment.
Verify proper base engine timing.
Verify proper throttle stop screw adjustment
according to Section 4 of this manual.
Are all of the above areas okay?
A Continuous Memory Code 13 indicates that sometime in the last 40 warm-up cycles the TP
sensor rotation did not follow the reaction of the DC motor when idle speed control was in a
dashpot mode. This condition may be caused by:
An open in the ITS circuit which, when coupled with other inputs to the processor, causes
the EEC-IV system to falsely enter "dashpot mode".
Each of these areas may generate Key On Engine Off (KOEO) or other Continuous Memory
Codes. Therefore, if service has been made for KOEO code 13 or 58, the Continuous Memory
Code, 13 can be considered serviced and erased from memory. If a Continuous Memory Code
38 is present along with the Continuous Memory Code 13, service the 38 first.
If these other codes were not present make the following checks:
Refer to IKB11 and check for FULL travel of the DC motor shaft. Replace the DC motor if
full travel is not possible. Leave the motor fully retracted.
With the DC motor fully retracted and the ITS not touching the throttle lever (I)S closed
circuit) check for an intermittent open in the ITS circuit. Turn the ignition key off and install
the breakout box. Make the necessary connector/pin inspections. With the DVOM on the
200 ohm scale, monitor between Test Pins 28 (Test Pin 24 on 2.5L CFI) and 46 while
tapping, wiggling, bending, etc. the DC motor connector and vehicle harness.
NOTE: Do not push in the idle tracking switch - While performing this wiggle test
The DVOM will change from less than 5 ohms to greater than 5 ohms if an open circuit is
created. Service as necessary. .
Check for a sticking TP sensor by monitoring TP voltage while moving the throttle from a
wide-open position to a closed throttle position. To do this it is necessary to install the
breakout box. Make the necessary connector/pin inspections. It is also necessary to fully
retract the shaft of the DC motor by placing a jumper between Test Pins 41 and 57. When
the motor has fully retracted, disconnect it at the vehicle harness and remove the jumper
wire from the breakout box. With the ignition key on and the DVOM on the 20 volt scale,
slowly move the throttle from wide-open to closed' throttle. The voltage should move from
more than 4 volts to less than 1.5 volts. If the TP sensor hangs up in midrange replace it;
otherwise no service should be made.
Either of these conditions may cause a code 58 to appear in Key On Engine Off (KOEO). If
service has been made for a KOEO code 58, the Continuous Memory Code 38 can be
considered serviced and erased from memory.
If KOEO code 58 was not present the following checks can be made:
With the DC motor fully retracted and the ITS not touching the throttle lever (ITS closed
circuit) check for an intermittent open in the ITS circuit. Turn the ignition key off and install
the breakout box. Make the necessary connector/pin inspections. With the DVOM on the
200 ohm scale, monitor between Test Pins 28 (Test Pin 24 on 2.5L CFI) and 46 while
tapping, wiggling, bending, etc. the DC motor connector and vehicle harness.
The DVOM will change from less than 5 ohms to greater than 5 ohms if an open circuit is
created. Service as necessary. If an open circuit cannot be created, no service should be
made.
The ITS circuit shorted to GROUND or SIGNAL RETURN (intermittent or hard fault).
Either of these conditions may cause a Key On Engine Off (KOEO) code 68. If service has
been made for KOEO code 68, the Continuous Memory Code 71 can be considered serviced
and erased from memory.
Check the ITS circuit for an intermittent short to ground or Signal Return. Turn the ignition
key off. Enter the KOEO Continuous Monitor Mode per Quick Test Appendix. Systematically
tap, wiggle, or bend the vehicle harness while looking for an indication of a fault. If a fault
is created, service as necessary; otherwise no service should be made.
NOTE: Due to the nature of this Test Step, Code 71 will not reappear in memory if a
fault Is found.
POWER OR VREF
CIRCUIT
[F
/VREF~@
>-TP SIG <) u.t' )8
~. RTN-._--J/
PROCESSOR HARNESS TP SENS'OR
A9468-A
I
KB95 CHECK EEC-IV HARNESS
Enter Key On Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. make necessary
repairs. CLEAR
Observe VOM or STAR LED for a fault indication
while performing the following: . Continuous Memory
(REFER to Quick Test
Appendix). RERUN
Referring to the illustration in Step IDH90 I, grasp
Quick Test
the vehicle harness close to the sensor
connector. Wiggle, shake or bend a small section
of the EEC-IV system vehicle harness while No .~ GO to IKB961.
working your way to the dash panel. Also wiggle,
shake or bend the EEC-IV vehicle harness from
the dash panel to the processor.
Is a fault indicated?
No ~ SERVICE as necessary.
CLEAR Continuous
Memory. REFER to
Quick Test Appendix.
REPEAT Quick Test.
Enter Key On Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. make necessary
repairs. CLEAR
Observe VOM or STAR LED for a fault indication Continuous Memory
while performing the following: (REFER to Quick Test
Appendix). RERUN
Referring to the illustration in Step IDH94 I, grasp Quick Test.
the vehicle harness close to the sensor
connector. Wiggle, shake or bend a small section
of the EEC-IV system vehicle harness while No ~ GO to IKB991.
working your way to the dash panel. Also wiggle,
shake or bend the EEC-IV vehicle harness from
the dash panel to the processor.
Is a fault indicated?
No ~ SERVICE as necessary.
CLEAR Continuous
Memory (REFER to
Quick Test Appendix).
RERUN Quick Test.
INote I
You should enter this Pinpoint Test only when a Service Code 44, 45, 46, 81, 82 or 94
is received during Quick Test. .
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Thermactor System
Belt
Pump
Valve
Vacuum Supply
::t--
(TEST PIN 38 5.0l MA SEFI
AND All LINCOLN TOWN CARS) VPWR~
R
TEST PIN 37
AM1/AM2
VPWR
SOLENOID CONNECTORS
TEST PIN 57. R
VPWR--f6:\. .
TEST PIN 11 (!) AM2-----tII"..,....+t+...~ AM2~
(TEST PIN 32 5.0l MA SEFI AND
All LINCOLN roWN CARS)
AM 1 AND AM 2 SOLENOID
VEHICLE HARNESS CONNECTORS
TEST STEP
.
RESULT ~ ACTION TO TAKE
Service Code 44 (94) indicates that Thermactor' Air Yes ~ S~RVICE routing or
system is inoperative. - faults. RERUN Quick
Test.
Service Code 45 indicates that Thermactor air is
flowing upstream when not requested.
No ~ For Service Code 44
Service Code 46. indicates that Thermactor is not (94):
being bypassed when requested. GO to IKC41.
Possible causes:
For Service Code 45:
- Vacuum hoses leaking, blocked, or kinked. - . GO to IKC21.
- Diverter valve,. thermactor pump inoperative. For Service Code 46:
- Air Management Solenoid(s) defective, blocked. GO to IKC31.
Verify proper vacuum line routing to the AM1 / AM2
solenoids and to the bypass diverter valve. Refer ..
to VECI decal. 1
Disconnect vacuum line on diverter valve and cap Yes ~ EEC-IV system OK.
vacuum -line. REFER to Section 10
for Thermactor System
Key off, wait 10 seconds. diagnosis.
Repeat Engine Running Self-Test and record
service codes. No ~ GO to IKc41.
Is Code 45 present?
Disconnect vacuum line on bypass valve and cap Yes ~ EEC-IV system OK.
vacuum line. REFER to Section 10
for Thermactor System
Key off, wait 10 seconds. diagnosis.
Repeat Engine Running Self-Test and record
codes. No ~ GO to IKC41.
Is Code 46 present?
NOTE: Do not use STAR tester for this Step, Yes ~ REMAIN in Output
use a VOM/DVOM. State Check. GO to
IKCsl.
Key off, wait 10 seconds.
Disconnect electrical connector on. the speed No ~ DEPRESS throttle to
control servo; if equipped. WOT and RELEASE. If
STO voltage does not
DVOM on 20 volt scale. go high, GO to
Connect DVOM negative test lead to STO circuit rinp,int Test Step
at the Self-Test connector and positive test lead QC1 .
to battery positive.
Leave equipment
Jumper STI circuit to SIG RTN at the Self-Test hooked up.
connector.
Perform Key On "Engine Off Self-Test until the
completion of the Continuous Memory Test Codes.
DVOM will indicate less than one volt when test
is complete.
Depress and release the throttle.
Does DVOM" indicate a change to a high signal
voltage?
Install vacuum pump to the AM1 solenoid vacuum Yes ~ GO .to IKC71.
supply port and install a vacuum gauge to the
AM 1 output port.
No ~ REPLACE solenoid
While cycling outputs On and Off (by depressing assembly. RERUN
and releasing throttle), observe the vacuum gauge Quick Test.
at the output.
NOTE: Maintain vacuum at source.
Repeat for AM2 solenoid. Connect vacuum pump
to the AM2 solenoid vacuum supply port and
connect a vacuum gauge to the AM2 output port.
Cycle output On and Off.
Does each solenoid cycle vacuum output On
and Off?
No ~ SERVICE harness
Possible causes: circuit open.
- AM1 / AM2 circuits shorted to power. RECONNECT
AM 1/ AM2 solenoids.
- AM 1/ AM2 circuits open or grounded. RERUN Quick Test.
- AM 1/ AM2 solenoid resistance out of range.
- Faulty processor.
Key on, engine off.
DVOM on 20 volt scale.
Measure voltage between AM1 solenoid VPWR
circuit and battery ground.
Repeat for AM2 solenoid.
Is each voltage greater than 10.5 volts?
I
KC10 CHECK CONTINUITY OF AM1 AND AM2
CIRCUITS .
Pinpoint
ICanister Purge (CANP) Test
KD
INote I
You should enter this Pinpoint Test only when a Service Code 85 Is received during
Quick Test or if you have been directed here from Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
CANP solenoid (-9C915-)
Harness circuits: CANP and VPWR
Processor assembly (-12A650-)
Il...oo-c_a_D_i_st_e_r_p_u_r_g_,e_<C_AN_"..p_)
... ---:--_---11 ~P_i;_:_:_:_D_t--' ....._K_D_.. . .
NOTE: Do not use STAR tester for this step, use .Yes" ~ REMAIN in Output
VOM/DVOM. State Check. GO to
Key off, wait 10 seconds. IKD21.
Disconnect electrical connector on the speed
control servo; if equipped. No ~ DEPRESS throttle to
DVOM on 20 volt scale. WOT and release. If
STO voltage does not
Connect DVOM negative test lead to STO circuit go high, leave
at Self-Test connector and positive test lead to equipment hooked up
battery positive. and GO to Pinpoint
Jumper STI circuit to SIG RTN at the Self-Test Test Step IQC11
"connector.
Perform Key On Engine Off Self-Test until the"
completion of the Continuous Test Codes.
DVOM will indicate less than 1.0 volt when test is
comp'leted.
Depress and release the throttle.
Does voltage increase?
Pinpoint
ICanister Purge (CANP) Test
KD
While remaining in output state check, reconnect Yes ~ CHECK hose from
CANP solenoid. CANP solenoid to
canister for cracks,
Apply 16 in-Hg (53 kPa) of vacuum to manifold leaks, etc. If OK,
vacuum side of CANP solenoid. REMOVE Jumper from
STI to SIGNAL
Depress and release throttle. RETURN.
Is vacuum released? GO to IKOsl.
Pinpoint
ICanister Purge (CANP) Test
KD
I
KD10 CHECK CANP CIRCUIT FOR SHORT TO
POWER
.
Key off, wait 10 seconds. Yes ~ REPLACE processor.
RECONNECT CANP
CANP solenoid disconnected. solenoid. REMOVE
Breakout box installed, processor disconnected. breakout box. RERUN
Quick Test.
DVOM on 200,000 ohm scale.
Measure resistance between Test Pin 31 (Test Pin No ~ SERVICE short to
35 for 1.9L CFI engines, Test Pin 32 for 1.9L EFI power. REMOVE
engines) and Test Pins 37 and 57 at the breakout breakout box.
box. RECONNECT all
components. REPEAT
Is each resistance greater than 10,000 ohms? Quick Test. If code is
repeated, REPLACE
processor. RERUN
Quick Test.
.-
Pinpoint
ICanister Purge (CANP) Test
KD
INote I
You should enter this Pinpoint Test only when a Service Code 12, 13, 16, 17, 19, 47 or
48 is received during Quick Test or when directed here from Pinpoint Test 00 .
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
-
TEST STEP RESULT ~ ACTION TO TAKE
No ~ GO to \KE31.
No ~ GO to IKE41.
KE4 I MEASURE ISC SOLENOID RESISTANCE
1
*~:I'-+t------ISC
I VPWR
u
ISC SOLENOID
CONNECTOR A9225-A
KEsl GROUND'
CHECK ISC CIRCUIT FOR SHORT TO
I
KE10 CHECK FOR ISC SIGNAL FROM THE
PROCESSOR
No ~ RESET idle to
specification. REFER to
Section 4 for idle set
procedure. RERUN
Quick Test. If UNABLE
to RESET idle to
tPeCifiFation, GO to
KE12 .
. .
TEST STEP
ENGINE SPEED
Check throttle linkage and/or speed control Yes ~ For 3.8L SEFI's:
linkage for binding. REPLACE ISC solenoid.'
RERUN Quick Test.
Inspect throttle body for contamination.
Check engine vacuum hoses. Refer to VECI For all others:
decal. REMOVE ISC solenoid
Check for leaks around ISC solenoid (ex. and INSPECT for
mounting gasket, etc.). contamination. CLEAN
as necessary. RERUN
Are all the above checks OK? Quick Test. If code/
symptom is present,
REPLACE ISC solenoid.
No ~ SERVICE as necessary.
REMOVE breakout box.
RECONNECT
processor. RERUN
Quick Test.
1.9L EFI:
Service Code 13 indicates that during Engine
Running Self-Test, engine rpm did not obtain the
Yes . For 3.8L SEFI's:
REPLACE ISC solenoid.
RERUN Quick Test.
Self-Test lower limit.
For all others:
All others: REMOVE ISC solenoid
Service Code 13 indicates that during Engine and INSPECT for
Running Self-Test, Engine rpm could not be contamination. CLEAN
controlled within the Self-Test lower limit band. as necessary. RERUN
Quick Test. If code/
Possible causes are: symptom is present,
-
.
Improper idle set. REPLACE ISC solenoid.
- Vacuum leaks.
No RESET idle to
- Throttle linkage binding.
specification. REFER to
- Throttle plates open. Section 4 for idle set
- Improper ignition timing (TFI vehicles only). procedure. RERUN
Quick Test. If UNABLE
- Throttle body/ISC solenoid contamination. to RESET idle to
- ISC circuit short to ground. tpeCifi,ation, GO to
KE16 .
- Faulty ISC solenoid.
Is idle speed within specification?
(Refer to Section 4)
SOLENOID CASE
Service Code 47 indicates that the measured airflow Yes ~ SERVICE as necessary.
at base idle was lower than expected. RERUN Quick Test.
Possible causes are:
- Air/vacuum leaks in fuel charging assembly. No ~ EEC system OK for
metered air. GO to
- Purge solenoid/injector O-rings. Quick Test to service
Check for holes, cracks, and/or disconnections in other codes if
fuel charging assembly (manifold gaskets, vacuum necessary.
lines, vacuum tree, etc).
Check for stuck-open purge solenoid and/or
injector O-rings.
Are any faults present?
KE21 I
SERVICE CODE 48:
CHECK FOR HIGH FLOW UNMETERED AIR
Service Code 48 indicates that the measured airflow Yes ~ SERVICE as necessary.
at base idle was higher than expected. RERUN Quick Test.
Possible causes are:
- Air leaks between Vane Air Flow meter and fuel No ~ EEC system OK for
charging assembly metered air. GO to.
Quick Test to service
- Loss of ignition/fuel other codes if
Check for holes, cracks, and/or disconnections in necessary.
air cleaner outlet tube (between Vane Air Flow
meter and fuel charging assembly).
Check for loss of ignition or fuel on one or more
cylinder(s).
Are any faults present?
Service Code 16 indicates that with the ISC off, Yes ~ RESET throttle plate.
engine rpm was above a Self-Test limit. REFER to Section 4
Possible causes are: and VECI decal for
curb idle set procedure.
- Improper idle set RERUN Quick Test. If
- Purge solenoid Code 48 is still
- Air/vacuum leaks ,
present, GO to IKE21 I.
Is ~ode 48 present?
No ~ GO to IKD151.
KE2S1 SERVICE CODE 19:
LOW ISC RPM
Service Code 19 indicates that with the ISC off, Yes ~ INSPECT throttle body
engine rpm dropped below a Self-Test limit (usually and air inlet for
around 600 rpm). contamination.
Possible causes are: SERVICE as necessary.
If OK, ADJUST base
- Engine not at operating temperature.
idle (REFER to Section
- Throttle body/air inlet contamination. 4 for procedure).
- Improper idle set. RERUN Quick Test.
Key off.
Deactivate Self-Test. No ~ SERVICE other codes
Run engine at 2000 rpm for 2 minutes or. until as necessary.
inlet radiator hose is hot and pressurized.
Key off.
Rerun Engine Running Self-Test.
Does engine stumble and/or Is code 19 still
present?
.
I
KE26 SERVICE CODE 17:
LOW ISC RPM
Service Code 17 indicates that with the ISC off, Yes ~ INSPECT throttle body
~ngine rpm was below a Self-Test limit. and air inlet for
Possible causes are: contamination.
SERVICE as necessary.
- Excessive engine accessory load If OK, ADJUST base
- Engine not at operating temperature idle (REFER to Section
- Throttle body/air inlet contamination 4 for procedure).
- Improper idle set RERUN Quick Test.
NOTE: Check and correct excessive' engine load
problems like cooling fan running, lights No ~ SERVICE other codes
on, etc. as necessary.
Run engine at 2000 rpm for 2 minutes or until
inlet radiator hose is hot and pressurized.
Key off.
Rerun Engine Running Self-Test.
Is Code 17 still present?
INote I
You should enter this Pinpoint Test only when a Service Code 83 or 88 is received
during 'Quick Test or you have been directed here from Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
Harness circuits: EDF, HEDF, EDF Power-To-Fan, HEDF Power-to-Fan, IGN Start/Run and
GND.
EDF Relay
HEDF Relay
Cooling Fan
r--- ------------,
I
EDF FAN I
RELAY (#1, N/C) I HEDF FAN
I RELAY (#2)
I
-TEST PIN 35 Gr YIW -EDF I
I
TEST PIN 31 0-R/BK -HEDF----I----..,....;..I-----41~-_~-__,
: HEDF
LG/Y -tPOWER-TO-FAN
COOLING AlC HIGH
FAN E F I PRESSURE
POWER ,
(1 STAGE FOR SWITCH
-TO- I BK
NON AlC (N/O)
FAN :
2 STAGE FOR
I
A/C) I
I
I WITH A/e
~-----------------------
BK
-:b-
TO IGNITION
_________ --- --I START/RUN
TEST
PIN 31 - - - - -............:.+~.........- - BATT (+)
HEDF FAN
RELAY (#2) TO
STARTER
A/C HIGH
PRESSURE
SWITCH (N/O)
1-= I
I
EDF FAN
RELAY (#1, N/C)
L...-----.f). TEST PIN
I
I 35
I
____~I!~ ~~ J
A13571A
"*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
Test
Code Circuit Pin Fan Relay
Number
83 HEDF 31 HEDF(#2)
88 EDF 35 EDF( # 1)
Key off.
Disconnect EDF or HEDF relay.
DVOM on 20 volt scale.
Key on.
Measure voltage between IGN Start/Run circuit at
the EDF/HEDF relay vehicle harness connector
and chassis ground.
Is Yoltage greater than 10.5 Yolts?
I
. NOTE: Do not use STAR tester for this Step, Yes ~ REMAIN in Output
use VOM/DVOM. State Check. GO to
IKF31.
Key off, wait 10 seconds.
DVOM. on 20 volt scale. No ~ DEPRESS throttle to
WOT and RELEASE. If
Disconnect electrical connector on the speed STO voltage does not
control servo; if equipped. go high, leave
Connect DVOM negative test lead to STO at the equipment hooked up
Self-Test connector and positive test lead to the and GO to laC21.
battery positive post.
Jumper STI to SIG RTN at the Self:Test ..
connector.
Perform Key On Engine Off Self-Test until the
completion of the Continuous Memory Codes.
;
DVOM will indicate less than 1.0 volt when test
complete.
Depress and release throttle.
Does Yoltage increase to greater than 10.5
yoIts?
.- -
TO operation of IGN relay.
SHORT If OK, SERVICE open
CONNECTOR
h t
-- - ---,
circuit. RECONNECT
EDF relay.
., ._ TO HEDF I
... RELAY t
RE-EVALUATE
III I , symptom.
I
II IX)
I IXI; WITH AlC
1---- - I
J
EDFRELAY
VEHICLE HARNESS
CONNECTOR
A13572-A
TO
IGNITION
RELAY
ak
HEDFRELAY
VEHICLE HARNESS
CONNECTOR
A13573-A
~ EDF
EIBJ
HEDF
RELAY
RELAY
VEHICLE HARNESS <;ONNECTORS
A13574-A
EDFRELAY
VEHICLE HARNESS CONNECTOR
A 13575-A
~ POWER ~
~ TO ---J~=-r"\
EDF RELAY FAN. ~ III~ ~
~ =
COOLING FAN
A 13576-A
HEDF
RELAY
I
J I
-I><J
I I I
I
1 I
TEST PIN 31 0r-J....---_--- I
c:::lt
II II
I AlC HIGH
PRESSURE
~ ~ SWITCH
HEDF POWER-TO-FAN ~
COOLING FAN VEHICLE HARNESS CONNECTOR
A13578-A
HEDF RELAY
VEHICLE HARNESS CONNECTOR
A13579-A
NOTE: Verify that A/C is off during testing. Yes ~ VERIFY that IGN relay
contacts are not
Is coollng.. fan always on with key off, but always closed. If OK,
operating normally with key on? CHECK circuit from
IGN relay to fan .
relay(s) for short to
BATT(+).
"
t
No \
~ "GO to IKF261.
GO to I KF271.
Key on.
. Does fan continue to run? For non A/C vehicles:
SERVICE short to
power in EDF
Power-To-Fan circuit.
RECONNECT EDF
relay. RE-EVALUATE
symptom.
I
KF28 CHECK EDF POWER-TO-FAN CIRCUIT FOR
SHORT TO POWER
~
COOliNG FAN VEHICLE HARNESS CONNECTOR
A13580-A
INote I
You should enter this Pinpoint Test only when a Service Code 57 or 59 is received
during ,:Quick Test or from Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
SERVICE PIN
VEHICLE
CONNECTOR
HARNESS
(JUMPER WIRE)
CONNECTOR
A13536-A
SERVICE
PIN CONNECTOR
A13581-A
SERVICE
PIN CONNECTOR
A13581-A
INote I
You should enter this Pinpoint Test only when you have been directed here from
Diagnosis By Symptom or Pinpoint Test Step IQA91.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
STO SELF-TEST
CONNECTOR
SIGNAL
JII~':::;f#I'
II
RETURN SELF TEST INPUT
CONNECTOR (STI)
~ g
DIMMER RELAY VEHICLE
HARNESS CONNECTOR
A9681-E
ALL OTHERS
TESTPIN530-SIL~
~
QI;
. .' SW TO RUNNING
I ~. 1(2) .. LIGHT SWITCH
L -.J(1) ~
SIL DIMMER RELAY 2 3
(LOCATED BEHIND GLOVE COMPARTMENT) ---
- . DIMMER RELAY VEHICLE
*TEST PINS LOCATED ON BREAKOUT BOX. HARNESS CONNECTOR
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A96SG-E
NOTE: To verify SIL operation, observe the SIL Yes ~ For 1.9L MA SEFI:
while driving the vehicle. The SIL should GOtoIKL101.
oJ
turn on when the optimum shift speed is
reached in each gear and remain off For all others:
while in the highest gear. GO to IKL61.
If the SI L is always on, look for a short to ground
in the SIL circuit. If the SIL is always off, look for No ~ GO to IKL21.
an open in the SIL circuit.
Is SIL on all the time?
Is fuse OK?
No ~ SERVICE short to
ground between SI L
circuit fuse and SIL
bulb. REPLACE SIL
circuit fuse. VERIFY
SIL operation.
I
KL10 CHECK SIL CIRCUIT FOR SHORT TO GROUND
NOTE: The Top Gear switch is a normally closed Yes ~ SERVICE open in
switch and is in the ignition RUN circuit ignition run circuit to
to the SIL bulb. The Top Gear switch the SIL bulb socket.
should be open only when the vehicle is VERIFY SIL operation.
shifted to top gear.
Key off.
No ~ REPLACE Top Gear
switch. VERIFY SIL
Transmission in any gear except top gear. operation.
Disconnect Top Gear switch.
DVOM on 200 ohm scale.
Measure resistance of the Top Gear switch.
Is resistance less than 5.0 ohms?
INote I
You should enter this Pinpoint Test only when directed here from Diagnosis By
Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Refrigerant charge
TESTPIN57~ _ _ WAC
POWER-TO- . TO
CLUTCH RELAY
VPWR~----fol~~
(NORMALLY
TEST PIN 54 0 WAC-----t---- .- .....--+... CLOSED)
TEST PIN 10
AlCCLUTCH
AlC CYCLIC AIC
CLUTCH PRESSURE CLUTCH
SWITCH
TO AlC
DEMAND
SWITCH
A11536-B
WAC RELAY
HARNESS CONNECTOR TOAIC
TEST PIN 43 LG/P ACD DEMAND
AlCCLUTCH SWITCH
CYCLIC
PRESSURE WAC
TEST PIN 10 0 TIY A C C S - - - - -.. SWITCH TEST PIN 54 RELAY
(NORMALLY
TEST PIN 37 e-, CLOSED)
NC CiL AlC
CLUTCH ~ CLUTCH
TOAIC
DEMAND
SWITCH A11537B
~~UTCH~
10 AlC CLUTCH SWITCH
CYCLIC
GYIY PRESSURE
SWITCH
TO IGNITION
SWITCH RUN
CIRCUIT
A11538C
TO AlC
DEMAND
SWITCH
A11539C
AlC
CLUTCH
A13554A
TO AIC
DEMAND
SWITCH
AIC CLUTCH
CYCLIC PRESSURE
SHORTING PLUG SWITCH
(WITHOUT HEATED
WINDSHIELD ONLY)
0-- ACCS -----~-_f_I_+-~
,,
TEST PIN 10
, HEATED
: WINDSHIELD
: ONLY
HEATED WINDSHIELD : ,..-.-------JL..,
CONTROL MODULE ,
,-----~I
TEST PIN 37 0 - - R _ _L_-_- - - -- - - __ I
TEST PIN 57 0 - - R - - -......-VPWR -t---....,
POWER
TO
CLUTCH
AIC CLUTCH
A13555A
FROM
AlC'
RELAY POWER TEST TOIGN
TO
L
PIN 10 RUN .-
CLUTCH
TO ..
BATT (+). GR/BK .A/C
CLUTCH
[OPJCRRAY
L~LlY
AIC
RELAY
BLlGR+
TO IGN RUN
TO
I
BATT (+) I
TO
L.P. SWITCH,
HARNESS
ETC.
CONNECTOR
BLOWER
MOTOR
SWITCH ~ ......
A13556-A
~
EATC
MODULE
:~S_E B.-~Y
BKIW
BK/R
~
!'i~ TOA/C
AlC DE-ICING
L
DE-ICING
SWITCH
(NORMALLY ~ ~) SWITCH
OPEN)
~~ y TEST PIN
37/57 TEST
TEST PIN 10 0-BKIY--AC BR
. ~ PIN
BK BKIY 10
TEST PIN 37 0,
TEST PIN 57 ~BK _ _ VPWR J.. -Lr
OI'
BKlY WAC
~tST
I
POWER
TO B1K/Y
CLUTCH
54
THREE-WAY
PRESSURE TO
SWITCH THREE-WAY
[}] PRESSURE
SWITCH
'Y
BK/Y
rrt,
f.-1tJ
AIC
CLUTCH
A13557-A
KM1 ICLUTCH
NO A/C: CHECK FOR VOLTAGE AT AIC
NOTE: Before proceeding with "NO A/C" Yes ~ EEC-IV system OK.
diagnostics, verify integrity of related Refer to Ventilationl
fuses in fuse panel. . Climate Control Shop
Manual Group AIC
Key .off. Diagnosis, to check for
poor ground, open
Disconnect AIC clutch. circuit in clutch,
AIC demand switch to A/C. mechanical problems,
etc.
For 1.9L MA SEFI, turn blower motor switch on
(any speed). No ~ GO to IKM21.
DVOM on 20 volt scale.
Start engine, wait 10 seconds.
Measure voltage between the power side of the
AIC clutch vehicle harness connector and battery
negative post.
Is voltage greater than 10.5 volts?
0:
A13558-A
. ~GND(BR)
10 WAC RELAY (BKIY)
IGNITION STAAT/RUN (BKIW)
EATC MODULE (BKIW)
~
POWER-IO-CLUTCH
. . FROM AlC DE-ICING SWITCH
- WAC
VPWR
NOTE: Do not use STAR tester for this Step, Yes ~ REMAIN in Output
use VOM/DVOM. State Check. GO to
IKM161.
Key off, wait 10 seconds.
DVOM on 20 'volt scale. No ~ DEPRESS throttle to
Disconnect electrical connector on the Speed WOT and RELEASE. If
Control servo; if equipped. STO voltage does not
go high, leave
Connect DVOM negative test lead to STO at the equipment hooked up
Self-Test connector and positive test lead to and GO to~oint
battery positive po~t. Test Step QC2 .
Jumper STI to SIGNAL RETURN at the Self-Test
connector.
Perform Key On Engine Off Self-Test until the
completion of the Continuous Memory Codes.
DVOM will indicate less than 1.0 volt when tes'~
complete.
Depress and release the throttle.
Does Yoltage increase to greater than 10.5
Yolts?
WAC relay applications: 1.9L MA SEFI, 2.9L EFI WAC relay ~ GO to IKM 171 .
Car, 3.8L SEFI RWD, 5.0L SEFI, 5.0L SEFI MA,
2.3L TRK, 2.9L TRK, 3.0L EFI TRK, 4.0L TRK. AIC fan ~ GO to 1KM221.
AIC fan controller applications: 1.9L CFI, 1.9L controller
EFI, 2.3L car.
Key off..
Disconnect processor 60 pin connector. Inspect
for damaged or pushed out pins, corrosion, loose
Yes
,
. EEC-IV system OK.
REMOVE breakout box.
RECONNECT all
wires, etc. ~ervice as necessary. components. REFER to
Ventilation/Climate
Install breakout box, leave processor disconnected. Control Group in Shop
Disconnect WAC relay (TRK) or A/C fan controller
(CAR).
A/C demand switch "OFF".
DVOM on 20 volt scale.
No . Manual.
VERIFY operation of
A/C demand switch. IF
OK, SERVICE short
Key on, engine off. circuit. REMOVE
Measure voltage between Test Pin 43 (Test Pin breakout box.
24 for 2.3L OHC EFI) at the breakout box and RECONNECT all
chassis ground. components.
RE-EVALUATE
Is voltage less than 1.0 volt? symptom.
Pinpoint
IOctane Adjust Test
KP
INote I
You should enter this Pinpoint Test only when you have been directed here from
Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
10 OCTANE ADJUST
PIN IN ECA
* TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A9686-E
Pinpoint
IOctane Adjust Test
KP
2.9L Scorpio BR
3.0L SEFI SHO BK/W
3.8L SEFI SC 4.9L F-Series/Bronco
5.0L F-Series/Bronco
4.0L Aerostar 0
5.8L F-Series/Bronco GY/R
4.0L Ranger W/R 7.5L F-Series
7.3L F-Series Diesel
1.9L MA SEFI GR/W
All Others BK/W
The purpose of the Octane Adjust Shorting Bar is to produce effective combustion using
optimum spark advance.
If the vehicle detonates (spark knock), remove the Octane Adjust Shorting Bar. This will
retard spark an additional three .to four degrees.
If the vehicle continues to detonate (~park knock), use a higher octane grade of fuel.
INote I
You should enter this Pinpoint Test only when a Service Code 81 is received during
Quick Test or If you have been directed here from Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
I CJ I
lP?lJ:.
10 DVOM -----:::::::::~. ~
""'"nlA'f'l:: l
Pinpont
IDynamic Response Test Test
M
INote I
You should enter this Pinpoint Test only when a Service Code 77 is received during
Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Operator did not perform a brief WOT after Dynamic Response code.
Mechanical engine problems; engine did not achieve greater than 2000 rpm.
A9689-C
I..
D_Y_D_a_m_iC_R_e_s_p_o_D_s_e_T_e_s_t 11 Pi;::nt II---_M_~
TEST STEP RESULT ~ ACTION TO TAKE
NOTE: A brief snap of the throttle may not be Yes ~ REPLACE processor.
sufficient to pass this test. Be sure to go RERUN Quick Test.
to WOT and return.
Rerun Engine Running Self-Test. Be sure operator
No ~ Dynamic Response
Test passed. SERVICE
is familiar with the Engine Running format which any other service
proceeds as follows: code(s) received as
- Start engine. necessary.
- Activate Self-Test.
- ID Code 2 (0); start of test.
- Dynamic Response code 1 (0); perform brief
WOT.
- Testing over.
- Service code output begins.
Is Code 77 still present?
INote I
You should enter this Pinpoint Test only when a Service Code 70, 71, 72 is received
during Quick Test or when directed here from Pinpoint Test IQA I or Diagnosis By
Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be' at fault:
Processor assembly
"CHECK ENGINE" or
"SERVICE ENGINE SOON" Light/Message I Pinpoint I ML
"CHECK ENGINE"/"CHECK DCL" Message Test
--------
IPinpoint Test Schematic I
ALL EXCEPT 1.9L EFI
SELF-TEST
"CHECK ENGINE" OR CONNECTOR
"SERVICE ENGINE SOON"
LIGHT
"CHECK ENGINE" OR
"SERVICE ENGINE SOON"
LIGHT
SELF-TEST
CONNECTOR
*l~~T~IN 28 :
DATA (+)
DATA(-)
TEST PIN 8 AND 9 ~--------------'
NOTE: If vehicle will not start go to Pinpoint Yes ~ SERVICE short circuit
Test SteP./A11. between Test Pin
17/53 and "CHECK-
If any Key On Engine Off service codes or ENGINE" or "SERVICE
Continuous Memory Codes are present, service ENGINE SOON" Light,
before proceeding. If no codes are outputted, or be'tween Test Pin
continue with this Test Step. 17 and the Self-Test
Connector. REMOVE
Key off. breakout box.
RECONNECT
Disconnect processor 60 pin connector. Inspect processor. RERUN
for damaged or pushed out pins, corrosion, loose Quick Test.
wires, etc. Service as necessary.
Install breakout box, leave processor disconnected. No ~ REPLACE processor.
REMOVE breakout box.
DVOM on 200,000 ohm scale. RERUN Quick Test.
..
Measure resistance between Test Pin 17 (Test Pin
53 on- 1.9L EFI) and Test Pin 40 at the breakout
box.
Is resistance less than 5 ohms?
Key off. .
Yes ~ GO to IML71.
DVOM on 20 volt scale.
No ~ GO to IMLSI.
Key on, engine off.
Measure voltage from battery negative post to the
"hot" side of the "CHECK ENGINE" I"SERVICE
ENGINE SOON" bulb.
Is the voltage greater than 10.5 volts?
. .,
..
..
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
!Note I
You should enter this Pinpoint Test only when a Service Code 14, 16, 18, 19, 28, 45, 46,
48 or 88 is received during Quick Test, when directed here from Diagnosis By Symptom
or Section 13.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:-
TFI, DIS or EDIS ignition module
'Ignition coil, DIS or EDIS coil packs
Spark plugs and high tension cables
Distributor and PIP sensor
Arcing of secondary ignition components
This Pinpoint Test is intended to diagnose only the following:
Harness circuits: IGN GND, SPOUT, PIP, 10M, DPI, SAW
Procesor assembly (-12A650-)
NOTE: This Pinpoint Test is intended to diagnose the EEC portion of TFI Ignition
Systems, Closed Bowl Distributor (CSD) with remote mount TFI Systems
Distrlbutorless Ignition Systems (DIS), and Electronic Distributorless Ignition
Systems (EDIS).
To identify your system, please refer to the application chart, below.
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (IDM) Test
Ignition/Erratic Pinpoi..t
N
Diagnostic Monitor (10M) Test
Ignition/Erratic . Pinpoint
N
Diagnostic Monitor (10M) Test
VRS(-)
(BL)
* TEST PIN 37 ~ .
~=;t:ES:ES:Ee=~~ BKIGR ~
BATTERY
G) SAW IN-LINE CONNECTOR - NEGATIVE
POST
EDiS MODULE
VEHICLE HARNESS, CONNECTOR
*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTQ :MATING SURFACE.
A13559-A
..
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (IDM) Test
A9252A
,- - .)
CRANKSHAFT
SENSOR
(3.OL) SINGLE HALL ~-----:,-L='i-r-:.::-:.;::-::..::-=..:-=.;-==-=-:..:-=..:-=-:.::-::..::-=--=-:..;:-=--=..::-;....;-=r=-_......:~----~~-'0. 56 TEST PIN'
CRANKSHAFT (i> 24 TEST PIN
SENSOR 36 TEST PIN
PIP TO EEC 16 TEST PIN
4 TESTPIN
i
P;P ~ DIS VeAT : (i) 20 TEST PIN
KEY I IGNITION COIL
7 ~: ~
\ START ,
AND ' IGNITION COIL /h-r.....,r-n"
~T IGN GND RUN . (3.0l)
CRANKSHAFT
SENSOR
(3.8L)
~
~ __- -__= -__:_------------....:...;.:..:.::....:...:::------J >
A13537A
1
1300L SHO MA GY/O f-~_O_L_S_H_O_M_A ~[---B-KL-8/-0---~
3.8L SC. MA DG/Y ,3.8L SC MA [
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
VRS(-) -, I '
, I
- - - - - - . + VBAT .
"TEST PIN 16
--------1
0-f-t IGN GND - BK/O I
+ VBAT
.I PIN 4
, \ I
TEST PIN 36 0 ,8 I SAW -Y/LG .I
, I I PIN 3
\ J I COIL 2 ---+--+++HJ1'r1
TEST PIN 56 0 \. J PIP I - + - - COIL 3-'-~H+f]UJ
----, II
-+-+-- COIL 1 PIN 2
I"" I
TEST PIN 4 0-IDM-DGIY I PIN 1
I
IGNITION COIL
I
VEHICLE HARNESS
I CONNECTOR
,..4.4-......- - - - . . ,
BATTERY
NEGATIVE
POST
EDIS MODULE
VEHICLE HARNESS CONNECTOR
*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A13560-A
Ignition/Erratic [ Pinpoint I N
Diagnostic Monitor .(IDM) Test L..- ...J
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
- CID sensor.
- VBAT low at DIS.
- DIS module. ..
- Processor. '
"
I
- Open harness.
- VBAT open at secondary, coil.
- VBAT low at secondary coil.
NOTE: It is Important to know that on TFI
vehicles the IDM circuit has a 22,000 ~hm
resistor between Test Pin 4 and the
Ignition Coil Negative Terminal (except for
2.3L MA, 3.0L California cars).
'Key off, wait 10 seconds.
Disconnect E-core ignition c9i1 on TFI vehicles.
For DI.S vehicles: disconnect DIS module (pins
7-12).
For EDIS Vehicles:
Disconnect EDIS module.
Disconnect processor 60 pin connector. Inspect
. for damaged or pushed out pins, corrosion, loose
wires, etc. Service .as necessary.
Install breakout box, leave processor disconnected.
DVOM on 200,000 ohm scale.
Ignition/Erratic
Diagnostic Monitor (10M)
I Pinpoint
Test
I N
L..- ~
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
Is a fault Indicated?
Ignition/Erratic I Pinpoint I N
Diagnostic Monitor (10M) Test L-- --'
N9 I
CHECK PROCESSOR AND HARNESS
CONNECTORS
No ~ SERVICE as necessary.
REMOVE breakout box.
RECONNECT all
components. CLEAR
Continuous Memory
Codes. (REFER to
Quick Test appendix.)
RERUN Quick Test.
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (IDM) Test
Service Code 19 indicates, that one of the two Yes ~ REPLACE processor.
cylinder identification (CID) sensor output signals has REMOVE breakout box.
failed. One of the outputs is input to the RECONNECT all
components~ RERUN
Distributorless Ignition System (DIS). The second
Quick Test.
output is input to the EEC-IV processor. Each output
has a 50 percent duty cycle and an amplitude that
varies from 0.4 volts to VBAT. No ~ GO to [HIT] .
Possible causes:
- CID output line to processor open.
- CID output line to procesor shorted to ground.
- CID output line to processor shorted to power.
Key off.
Disconnect processor 60 pin connector, inspect
for damaged or pushed out pins, corrosion, loose
wires, etc.
Install breakout box and connect processor to
breakout box.
Key on engine running.
pVOM on AC scale.
Measure voltage between Test Pin 24 and
GROUND.
Does voltage vary?
Ignition/Erratic Pinpoint
. Test N
Diagnostic Monitor (10M)
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
Ignition/Erratic I Pinpoint I N
Diagnostic Monitor (10M) Test
'--------'
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
- Processor.
No ~ SERVICE open circuit.
- DIS module. REMOVE breakout box.
RECONNECT all
- Coil 4 failure. components. RERUN
Key off, wait 10 seconds.
. Quick Test.
Ignition/Erratic Pinpoint
N
Diagnostic Monitor (10M) Test
Pinpo~nt
ISpark Timing Check Test
p
INote I
You should enter this Pinpoint Test only when checking computed timing, a Service
Code 18 or 49 Is received during Quick Test. .
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Base Timing
TFI TFI
VEHICLE MODULE
HARNESS CONNECTOR
CONNECTOR
-TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A9691-E
Pinpoint
[Spark Timing Check P
Test
o
SHIELD DIS
CONNECTOR MOOULE
(FRONT VIEW)
PRIMARY DIS
COILS
RIGHT
SIDE OF
L....4_~E=..:,NGINE
SECONDARY DIS
COILS
SPOUT DISCONNECT
LEFT SIDE
LOCATED ADJACENT TO THE
L: _ OF ENGINE
16 PIN DIS. MODULE CONNECTOR VBAT A9255A
CRANKSHAFT
SENSOR
(3.0l) ....----...L.::;:.=-=:..=..;::.=..=-=:...=..;=:.=..:=-=-.=..:=-=-=-=:;.::~:!f::.-------JPG~--0 56 TEST PIN"
"----+';.,,:.;..,....:,;:;.,:;;:.>o.,;.;-...-_-_-=--_-_-_-=--=--=--_-.....:t-_-....,l;--1'~~'~~:-=_---=------=-------',Y~/~l~G;:--<!)~
~ f~~ ~l~
~_:L~~~-+'M~_=_=____.~__=_=:-:-' ..........~~!!!!:!-----_0 16 TEST PIN
r---~::__:_::-:=----=-0 4 TEST PIN
" - - - / f ' - - ~~!.!L- ~BK~_0 20 TEST PIN
IGNITION COIL
(3.8L)
CRANKSHAFT
SENSOR
(3.8l)
1 12
, 2 11
DIS
~D MODULE
(lOP VIEW)
0 10
9
POU 5 8
INL1NE 6 7
SPOUT
DIS MODULE CONNECTOR
PINS 1-6 PINS 7-12
"TEST PINS LOCATED ON BREAKOUT BOX. ALL HARNESS CONNECTORS VIEWED INTO
MATING SURFACE. A13537-A
3.8L SC MA
Test Pin 4
1300L SHO MA
10M
GY/O
DG/Y
3 .OL SHO MA
~--- '--LS--
3.8L SC MA
1
_
Test Pin 16
SK/O t Ign Gnd
Pinpoint
ISpark Timing Check Test
P
1.9L MA SEFI
VRS (-)
(BL)
,
I \ r START/RUN
&=::::t:~::t::;t::t:::t::::t=t=I:=t:~t==,- BKlGR ~
BATTERY
CD SAW IN-LINE CONNECTOR NEGATIVE
POST
EDIS MODULE
VEHICLE HARNESS CONNECTOR
*TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE.
A13559A
Pinpoint
ISpark Timing Check Test
'p
YVRS(+)
VRS (-) ,... VRS SHIELD
, . . - - - - -.. + VBAT
--------11 + VBAT
L~,
"TEST PIN 16 0--(-TIGN GND- BKiO
PIN 4
\ I
TEST PIN 36 <:> '0 I SAW -Y/LG :
I , PIN 3
\ I COIL 2 ---I--t+I+oOn""
<:> \.}
TEST PIN 56
----,PIP
I ..
. - + - - COIL
~.......-COIL
3---"...u+W1
1---111.......~J1 PIN 2
TEST PIN 4 0-IDM-DG/Y
PIN 1
IGNITION COIL
VEHICLE HARNESS
CONNECTOR
BATTERY
NEGATIVE
POST
EDIS MODULE VEHICLE
HARNESS CONNECTOR
-TEST PINS LOCATED ON BREAKOUT BOX.
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE. A13560A
Pinpoint
ISpark Timing Check Test
P
- DIS module.
For EDIS Vehicles:
Engine Running Service Code 18 indicates that .the
SAW circuit is either open or shorted to ground!
VBAT.
Possible causes:
- Open or shorted harness.
.
- Processor.
- EDIS module.
NOTE: Self-Test locks the computed timing at
base timing plus 20 degrees (3 degrees)
during code output and for two minutes
after the last service code is outputted.
"fiming check must be made during this
time period. See VEeI decal for base
timing value.
Check timing (on 2.3L DIS truck, use exhaust side
plug). Record value.
Is computed timing equal to base timing plus
20 degrees ( 3 degrees)
Il.-s_p_a_r_k_T_i_m_i_D_9_C_h_eC_k 11 Pi;:::ntI~_p_------I
TEST STEP RESULT ~ ACTION TO TAKE
IN LINE
SPOUT
CONNECTOR
A9990-D
DIS MODULE
VEHICLE HARNESS
CONNECTOR
(PINS 1-6)
TEST PIN 56 0- PIP ------~I+f+I"1
A9257-B
EDIS MODULE
VEHICLE
HARNESS
CONNECTOR
INote I
You should enter this Pinpoint Test only when you have been directed here from Quick
Test.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
r-mMTIE~
TEST PIN 37 @ _ - - - V P W R - - -..
TO
KAM
TEST PIN 49 @ O " " - " - - - E G O G N D . - - - - - - - - - - - - - - < : )
No ~ GO to IQA71.
INote I
You should enter this Pinpoint Test only when you ha.ve been directed here from Quick
Test.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
. .
Processor (-12A650-)
TGO
IN. SW. ~ IGNITION - - - - - - ( t-"----f-ll
A11503-C
INote I
You should enter this Pinpoint Test only when you have been directed here from other
Pinpoint Tests.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
Processor (-12A650-)
NOTE: If vel1icle is equipped with speed control, Yes ,~ GO to Quick Test and
the speed control servo must be SERVICE appropriate
electrically disconnected. This prevents code as instructed.
the speed control system from affecting
the throttle plate movement during Output Code 11 ~ 'GO to laC21.
State Check. Rerun Quick Test or Output
State Check. No Codes ~ GO to IQA11.
Key off, wait 10 seconds.
Perform Key On Engine Off Self-Test.
NOTE: If additional information is required on
Output State Che'ck, refer to diagnostic
aids in the Quick Test Appendix.
Are any of these codes 23, 53, 63 or 68
present?
Check throttle and throttle linkages for sticking Yes ~ REPLACE TP sensor.
and binding.' RERUN Qui~k Test.
Is throttle OK? ,
No ~ SERVICE as necessary.
, RERUN Quick Test.
..
Pinpoint
He-Initialization Check
Test
QD
INote I
You should enter this Pinpoint Test only when Service Code 71, 72 or 78 is received
during Quick Test or you have been directed here from Diagnosis By Symptom.
IRemember I
This Pinpoint Test is intended to diagnose only the following:
Processor (-12A650-)
TO
IGN. SW.
TEST PIN 37
-+-IGNITION
0 R-VPWR r
( ~~Hl
S :
I
VEHICLE POWER
GROUND
IGNITION
Pinpoint
He-Initialization Check
Test
QD
Pinpoint
He-Initialization Check
Test
QD
Pinpoint
IKey Power Check Test
QE
INote I
You should enter this Pinpoint Test only when a Service Code 55 is received duringQuick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
Jump starting
R/LG TO
"TEST PIN 5 ( ! ) - - - - - - - K E y PWR ----[E]---~.. IGNITION
SWITCH
RUN POSITION
c:
EEC POWER
RELAY
TEST PINS LOCATED ON BREAKOUT BOX
ALL HARNESS CONNECTORS VIEWED INTO MATING SURFACE
A11507-C
TO
~_- ... IGNITION
SWITCH
CONTROLLER HARNESS CONNECTOR RUN
POSITION
1:\. R1LG
"TEST PIN 5 \ : I - - - - - K E Y POWER - - - - - - - - - '
Pinpoint
IKey Power Check Test
QE
Service Code 55 indicates that the KEY PWR circuit Yes ~ GO to IQE21.
is low.
Possible causes: No ~ SERVICE open circuit.
REMOVE breakout box.
- KEY PWR Circuit shorted to ground RECONNECT all
components. RERUN
- Faulty processor Quick Test.
Key off, wait 10 seconds.
Disconnect processor 60 pin connector. Inspe~t
for damaged or pushed out pins, corrosion, loose
wires, etc. Service as necessary.
Install breakout box, leave processor disconnected.
Disconnect the EEC power relay or integrated
controller as appropriate.
DVOM on 200 ohm scale.
For 1.9L CFI:
Measure resistance between Test Pin 5 at the
breakout box and KEY PWR at the EEC power
relay vehicle harness connection.
For 2.5L CFI:
Measure resistance between Test Pin 5 at the
breakout box and Pin 5 at the integrated
controller vehicle harness connector.
Is resistance less than 5.0 ohms?
Pinpoint
Test
s
.1
INote I
You should enter this Pinpoint Test only after a Code 11 is received during Quick Test
and you have been directed here from EEC-IV No-Start Pinpoint Test Step I A20 I or
Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following Non-EEC areas
may be at fault:
This Pinpoint Test is intended only as a Quick Check for the basic functioning of the following:
MAp System
EGR System
MAF System
~II~ r
GO TO CHECK
ISC BAD NO RPM
CHECK t------... ISC
KE4 DROP
S1 S2
1.9L SEFI GOOD YES
CALIF. ALL OTHERS ,.....---~ SERVICE OPEN VREF CIRCUIT
5.0L MA
GOOD , - - - - - - - - - - ,
I' POWER TO L.oOB~A_D_---, MAP/BP BAD
QUICK
MAP/BP
CHECK
.....
GOOD GOOD ALL OTHERS/,,--
~ OUTPUT
CHECK .
11t
t--~~-~L.---I-~S3~----1..., I
TEST
STEP I \.\./f\-J VAF AND MAF
I
S4 REPLACE
MAP/BP
-- --
3.0
GOOD ALL OTHERS
GO TO MAP .........
EGR 1-- -..1 APPRO- DYNAMIC SENSOR
VACUUM RESPONSE. VACUUM
PRIATE TEST en
S8 EGR
i
L..-G-O-O-D-A-LL-O-if-H-ER-S....
S6 ~
'---...,--
0
~
S5
NO
REPLACE
VACUUM MAP
GO TO
EGR LINES
VALVE I---:B~A~D~---'~ SECTION
CHECK
6
S9 57
GOTO
GOOD
!
REPLACE
!~
SERVICE
PINPOINT MAP/BP VACUUM
TEST LINES
H
A9693-F
Pinpoint
ISystem Check Test
s
~
I
TEST STEP RESULT ACTION TO TAKE
S1 IISC-SPA CHECK
NOTE: This Test Step is for EFI/SEFI vehicles Yes ~ RECONNECT ISC
only. For CFI vehicles, go directly to Isal. solenoid. GO to Isal.
Key off.
No ~ GO to IKE41.
Connect engine tachometer.
Start engine. .
Disconnect ISC solenoid.
Does rpm drop or stall?
Pinpoint
ISystem Check Test
s
"n
I ~
TEST PIN 26 e VREF MAP/BP SENSOR
VEHICLE
HARNESS
CONNECTOR
1m D
TO MAP/BP
SENSOR
TO
MAP/BP
.
TO DVOM
IJ
VEHICLE SENSOR
HARNESS
CONNECTOR
~>
a: ~
--- tS1A
a..CC
~{)
c
a:
a -,,-
mw
a..(J)
<w
u.
a.. > :EI- + t::::>
NOTE: Measure several known good MAPIBP Yes ~ For vehicles with
sensors on available vehicles. The Vane Air Flow Meters
measured voltage will be typical for your or Mass Air Flow
location on the day of testing. sensors:
GO to Isal.
MAP I BP. Tester and DVOM connected.
For all others:
DVOM or 20 volt scale. GO to Issl.
Key on.
. Approximate Altitude Voltage Output No (Sensor ~ REPLACE MAPIBP
(Ft.) (+1- .04 Volts) output is out-of- sensor.
range)
0 1.59
1000 1.56 t
2000 1.53
3000 1.50
4000 1.47
5000 1.44
6000 1.41
7000 1.39
Pinpoint
ISystem Check Test
s
Check vacuum lines for proper routing. Refer to Yes ~ REPLACE MAP sensor.
VECI decal. Check MAP sensor vacuum line for REMOVE MAP/BP
holes, disconnections, kinks or blockage. tester. REEVALUATE
symptom.
Are vacuum lines OK?
No ~ SERVICE vacuum lines
as necessary. RERUN
Quick Test.
NOTE: If the vehicle being checked is not Yes ~ For 1.9L EFI:
equipped with EGR system hardware, go GO to IKA11.
directly to [HI]. The next two test steps
will attempt to determine if the EGR For 2.3L OHC EFI
system is the cause of the current Car:
GO to 100111.
symptom and/or NO START.
Disconnect vacuum line at EGR valve. Do not For 2.3l OHC MA EFI,
plug the vacuum line. 2.Sl HSC CFI, S.Ol
SEFI Car and 2.3l
Start engine. OHC EFI 4.9l EFI,
For Drive Symptom: S.Ol EFI, S.8l EFI,
7.SL EFI Truck:
- While at idle, is vacuum present at vacuum GO to ION421.
line?
For 1.9l CFI, 2.3l
For No Start: HSC, EFI, 2.9l EFI,
- Does engine start? 3.0L SHO, 3.0L EFI
and 3.8l SEFI Car:
GO to IOl21 I.
No ~ GO to 1891.
Pinpoint
ITransmission - AXOn. Test
T
INote I
You should enter this Pinpoint Test only when Service Code 29, 39, 57, .59, 62, 67, 68,
69 or 89 is received during Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
,. Harness circuits: THS 4/3, THS 3/2, TTS, LUS, NPS, VSS DIF(+), VSS DIF( -)' and VPWR
1_~--------iIIPi;TnPes~tint~
Transmission-AXOn . ~_
j
AXOD - HARNESS CONNECTIONS
VEHICLE
SPEED
TEST PIN 6
TEST PI~ 3 ~:
....."O".."N~_-VSS DIF (_)
DGNI .
VSS DIF (+ ) - - - - - - - . .
/"
11 SENSOR (VSS)
VEHICLE
HARNESS
CONNECTOR
I
TEST PIN 9 ~L.. TIS
(3.8L ONLY) @----TIS-------~/I)
~~
';:b~~~D
TEST PIN 18 @ - - - - T H S 4/3 )1)----.
TEST PIN 19 @ THS 3/2 )!r--. ~~
~ ~::
TEST PIN 30
TEST PIN 53
I
> CASE
I GROUND
TEST PIN 37/57 @ VPWR ~-. LOCK-UP
I SOLENOID
I
I
I
TeST PIN 6 @ _ - - - V S S DIF (-)-----~)l>_ VEHICLE
I SPEED
TeST PIN 3 0 - VSS DIF (+ )-----~)i>--SENSOR
I
I~ J
Pinpoint
ITransmission - AXOn
Test
T
4. Shift gear selector to 00 range and accelerate lightly from 40 to 50 mph to achieve !
fourth gear. Hold speed and throttle opening (not closed throttle) steady for 15 seconds
minimum in fourth gear.
5. With transmission in fourth gear and steady speed and throttle opening (not closed
throttle) lightly apply and release brakes (to light brake lamps) and then hold speed and
throttle opening steady for an additional 15 seconds minimum.
"
6. Brake to a stop and remain stopped for 20 seconds minimum with transmission in OD
range.
7. Turn engine off. Run Key On Engine Off Self-Test and record Continuous Memory Codes.
TEST PIN 6
TEST PIN 3
e--- VSS
e--- VSS DIF (-)
DIF ( + )
~.:
~
A9695-B
T3 ITO
CHECK VSS CIRCUITS FOR SHORTS
POWER OR GROUND
Pinpoint
ITransmission - AXOD
Test
T
..
Pinpoint
ITransmission - AXOD
Test
T
~
TEST PIN 19
0 THS 3/2 0
A9696-C
Pinpoint
ITransmission - AXOD
Test
T
A9697B
'.'
Pinpoint
ITransmission - AXOD Test
T
Pinpoint
ITransmission - AXOD
Test
T
T30 I
TEST STEP
No
.. GO to IT411.
Unable to duplicate
Possible causes are: and/or identify fault at
this time. For further
- Open or short in NPS circuit. diagnosis using the
EEC-/V Monitor box,
- Faulty processor. REFER to Section 18
- AXOD NPS problem. EEC-IV Monitor Box:
Intermittent Fault
Perform AXOD Transmission Drive Cycle (outlined Diagnosis.
at the beginning of this ,Pinpoint Test), then return
to this Step. All others, CLEAR
Continuous Memory
Did Continuous Memory Code 57 repeat? (REFER to Quick Test
Appendix). RERUN
,
Quick Test.
Pinpoint
ITransmission - AXOn Test
T
No ~ REPLACE processor.
REMOVE jumper wire.
REMOVE breakout box.
REPEAT TEST Step
IT401.
Pinpoint
ITransmission - AXOn Test
T
A9699-C
Pinpoint
ITransmission - AXOn Test
T
Pinpoint
ITransmission - AXOD .T
I Test
T61 I
CHECK THS 3/2 AND 4/3 CIRCUITS
FOR SHORT TO GROUND
T70 I
SERVICE CODE 59:
CHECK AXOD VEHICLE HARNESS
Service Code 59 indicates that the AXOD THS 4/3 Yes ~ GO to IT711.
pressure switch circuit failed closed.
Possible causes are: No ~ RECONNECT AXOD
- Short in THS 4/3 circuit. vehicle harness. GO to
Transmission Shop
--"- Faulty processor. Manual Group for
- ' AXOD THS 4/3 pressure switch problem. AXOD Transmission
Electrical Component
Key off. diagnosis.
Disconnect AXOD vehicle harness.
Run Key On Engine Off Self-Test.
Is Code 59 still present?
T71 I
CHECK THS 4/3 CIRCUIT FOR SHORT TO
GROUND
Service Code 69 indicates that the AXOD THS 3/2 Yes ~ GO to IT761.
pressure switch circuit failed closed.
Possible causes are: No ~ RECONNECT AXOD
vehicle harness. GO to
- Short in THS 3/2 circuit. Transmission Shop
Manual Group for
- Faulty processor. AXOD Transmission
- AXOD THS 3/2 pressure switch problem. Electrical Component
diagnosis.
Key off.
Disconnect AXOD vehicle harness.
Run Key On Engine Off Self-Test.
Is Code 69 still present?
Pinpoint
.1 Transmission - AXOD T
Test
PROCESSOR
__O_D
I..T_r_a_D_S_m_i_S_Sl_.O_D_-_AX ----'11 Pi;::nt I'---_T_---"
.. TEST STEP RESULT ~ ACTION TO TAKE
T90 ICHECK
SERVICE CODE 68:
CONTINUITY OF TIS CIRCUIT
TEST PIN 9 0
ns _ _
A11542-B
ITransmission - AXOD .
Pinpoint
Test
T
Pinpoint
ITransmission - A4LD Test
TB
INote I
You should enter this Pinpoint Test only when a Service Code 86 or 89 Is received
during Quick Test.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault:
1---+-+-+--- VPWR
I-+t~~-- ceo
PIN 53 ceo - .......+4
A4LD
A4LD TRANSMISSION TRANSMISSION
VEHICLE HARNESS BUL.KHEAD CONNECTOR
CONNECTOR
Pinpoint
ITransmission - A4LD Test
TB
Pinpoint
ITransmission - A4LD
Test
TB
INote I
You should enter this Pinpoint Test only when Service Codes 26, 47, 56, 66, 67, 91, 92,
93, 94, 97, 98 and 99 are received in Quick Test Step 3.0 and/or Service Codes 26 and
65 are received in Quick Test Step 5.0 and/or Service Codes 29, 49, 56, 59, 62, 66, 69
and 99 are received in Quick Test Step 6.0 or when directed here from Diagnosis By
Symptom.
IRemember I
Be aware that the E40D transmission solenoid assembly (-7G391-) and the Manual lever
Position (MlP) sensor (-7F293-) are not analyzed in this Pinpoint Test diagnostics, but are
analyzed in Transmission Shop Manual Group.
This Pinpoint Test is intended to diagnose only the following:
Harness circuits: GGG, GGS, 4X4 lOW, EPG, OGll, OCS, SS1, SS2, SIG RTN, TOT, MlP,
EPC PWR, and VPWR.
Processor Assembly (-12A650-) or (-128565-) on 7.3l Diesel.
' Pinpoint I
""-T_r_a_n_sm_is_s_i_o_n_-_E_4_0_D_______ , ---'_T_e_s_t_--, ,--_T_C_......
I
II SHIFT
SOLENOID
II PRESSURE
CONTROL
SOLENOID
TEST PIN 35 o--Y/W--- EPCPWR ~
(7.3L DIESEL ONLY)
TEST PIN 53 e>--PN----CCC ..
CONVERTER
II CLUTCH
SOLENOIO
II CLUTCH
SOLENOID
TESTPIN42 o---O/BK---TOT---
(TEST PIN 7 - 7.3L DIESEL)
TRANSMISSION
I OIL
I ~ TEMPERATURE
11;
I
I
TESTPIN46 ~BKJW--SIGRTN-:>
L
~ - SENSOR
- _- - - - - - - - - - - - -
I
-I
A12821-A
Pinpoint
ITransmission - E40D Test
TC
A 12822-B
Pinpoint
ITransmission - E40D
Test
TC
TC 1 I
TEST STEP
No
. GO to ITC31.
GO to ITC21 .
Possible causes are:
- Faulty or misadjusted MLP sensor
-. Open or shorted harness
- Faulty processor
Key off, wait 10 seconds.
Disconnect processor 60 pin connector. Inspect ,
for damaged or pushed out pins, corrosion, loose
wires, etc. Service as necessary.
Install breakout box, leave processor disconnected.
DVOM on 10,000 ohm scale.
Unlock steering column, ignition off.
Measure and record resistance between Test Pin
30 and 46 at the breakout box in each selector
position while moving the selector from Park to
Low and back "to Park position. Refer to MLP
Sensor Resistance Specification Table # 1.
Is each resistance within specifications?
Resistance
Transmission Shift . (ohms)
-Position
Rmin Rmax
p 3770 4607
R 1304 1593
N 660 807
0 361 442
2 190 232
1 78 95
Pinpoint
ITransmission - E40D
Test
TC
.~
Key off. Yes GO to ITCal.
Disconnect MLP sensor.
No ~ SERVICE open
Using a mirror, inspect both ends of the circuit(s). REMOVE
transmission harness connector at the MLP sensor breakout box.
for damaged or pushed out pins, corrosion, loose RECONNECT all
wires, etc. Service as necessary. components. RERUN
Quick Test.
Breakout box installed, processor disconnected.
DVOM on 200 ohm scale.
Measure resistance between Test Pin 30 at the
breakout box and MLP circuit at the MLP sensor
vehicle harness connector.
Measure resistance between Test Pin 46 at the
breakout box and SIG RTN circuit at the MLP
sensor vehicle harness connector.
Is each resistance less than 5 ohms?
Pinpoint
ITransmission - E40D
Test
TC
I
TC10 SERVICE CODE 47, 65, OR 97:
VERIFY VEHICLE SELF-TEST STATE
Service Code 47 indicates that the 4x4 Low selector Yes ~ For code 97:
lever is not in the 4x2 or 4x4 High position GO to ITC121.
(observed in Key On Engine Off Self-Test). An early
shift in 4x4 High range is likely. For all others:
GO to ITC111.
Service Code 65 indicates that Overdrive Cancel
Switch (OCS) is not cycled between the engine 1.0.
code and the " Goose Test" in Key On Engine
No ~ Unable to duplicate
and/or identify fault at
Running Self-Test. this time. For further
Service Code 97 indicates an Overdrive Cancel diagnosis using EEC-IV
monitor box, REFER to
Light circuit problem (observed in Key On Engine
Section 18 EEC-IV
Off Self-Test). Monitor Box:
Possible causes are: Intermittent Fault
Diagnosis.
- Faulty 4x4 Low switch
All others CLEAR
- Faulty OCS switch
Continuous Memory
- Burned out bulb (Refer to Quick Test
Appendix). RERUN
- Open harness Quick Test.
- Shorted harness
- Faulty processor
Rerun Quick Test.
Are any of the above codes present?
Pinpoint
ITransmission - E40D
Test
TC
ITransmission - E40D
. Pinpoint
Test"
TC
Pinpoint
ITransmission - E40D
Test
TC
Pinpoint
ITransmission - E40D
Test
TC
KEYPWR
AT OCIL32
FUSE
PANEL
CIRCUIT OCll
OVERDRIVE
CANCEL _
SWITCH A12830-A
Pinpoint
ITransmission - E40D
Test
TC
ITransmission - E40D
Pinpoint
Test
TC
Service Code(s) 91, 92, 93, 94 indicates that the Yes ~ For 7.3L Diesel E40D:
appropriate On/Off solenoid below is out of Self- GO to ITC201.
Test'range which may induce harsh, early, or late
shifts. Correct range measurement is 9.00 to 14.50 For all other E40D:
volts when On, anq less than 1.00 volt when Off. "GO to ITC1SI.
Service Code 98 "indicates that the Electronic
Pressure Control solenoid may have an inoperative No ~ GO to Quick Test for
driver in the processor. Service Code 99 indicates appropriate direction on
that the EPC circuit problem may induce any other codes.
transmission clutch wear and harsh shifts.
Possible causes are:
- Solenoid resistance is out of limits
- Open or grounded harness
- Faulty processor
Run Key On Engine Off Self-Test.
Verify code match per following chart:
Processor K.O.E.O.
Solenoid Signal Self-Test
Test Pin Code
SS1 52 91
SS2 19 92
CCS 55 93
CC9 53 94
EPC 38 98/99
SS1 - Shift Solenoid #" 1
SS2 - Shift Solenoid #" 2
CCS - Coast Clutch Solenoid
CCC - Converter Clutch Solenoid
EPC - Electronic Pressure Control
Pinpoint
ITransmission - E40D
Test
TC
ITransmission - E40D -
.Pinpoint
Test
TC
I
TC20 CHECK E40D TRANSMISSION SOLENOID
RESISTANCE
Ambient Resistance
. Temperature (OHMS)
C of Solenoid MIN MAX .
55. eee, 16.00 20.50
- 40 - 40 ees
to 0 to 32
EPe 3.25 4.25
55. eee,
o to 32 to ess 20.50 30.00
110 230
EPe 4.25 6.50
Pinpoint
ITransmission - E40D
Test
TC
I
TC21 CHECK CONTINUITY OF E40D TRANSMISSION
SOLENOID HARNESS
Pinpoint
ITransmission - E40D Test'
TC
I
TC23 CHECK E40D SOLENOID HARNESS CIRCUITS
FOR SHORTS TO POWER .
I
TC24 CHECK VOLTAGE OF VPWR TO E40D
TRANSMISSION SOLENOIDS
"
Pinpoint
ITransmission - E40D
Test
TC
Pinpoint
ITransmission - E40D Test
TC
I
TC31 CHECK FOR VREF AT THROTTLE POSITION
OR FIPL SENSOR
-
I"----~
~iSSion-E40D ~TPes~tint
_ _I. ~~_ .~C~
TEST STEP RESULT ACTION TO TAKE
I
TC32 CHECK RESISTANCE OF TOT SENSOR
o - 20 32 - 58 100K 37K
21 40 59 - 104 37K - 16K
41 - 70 105 - 158 16K - 5K
71 90 159 - 194 5K - 2.7K
91 110 195 - 230 2.7K - 1.5K
111 - 130 231 - 266 1.5K 0.8K
Pinpoint
ITransmission - E40D
Test
TC
I
TC33 CHECK TOT SENSOR RESISTANCE SHIFT VS
OIL TEMPERATURE SHIFT
NOTE: The TOT sensor may sometimes appear Yes ~ REPLACE processor.
to be within the appropriate resistance REMOVE breakout box.
specification (O.8K to 100K ohms) and not RERUN Quick Test.
be in the corresponding temperature
range. This increases the chances of not No ~ REMOVE breakout box.
being able to determine the integrity of RECONNECT
the TOT sensor. processor. GO to
Transmission Shop
Check again for the transmission temperature by Manual Group for TOT
touching the transmission oil pan. sensor replacement"
procedures.
- If it is cold, run the vehicle for a short time
to heat it up.
- ' If it is too hot to touch, let the vehicle and
transmission cool down.
Measure the TOT sensor resistance again and
compare it to the resistance received in Pinpoint , "
I
TC40 SERVICE CODE 56:
ATIEMPT TO GENERATE CODE 66
-
Service Code 56 indicates that the Transmission Oil Yes ~ REMOVE jumper wire.
Temperature (TOT) sensor signal is greater than GO to Transmission
Self~Test maximum. value of 4.80 volts. Shop Manual Group for
transmission service of
Possible causes are: the TOT sensor.
- Faulty TOT sensor
- Open harness
No ~ REM01E iUiper wire.
GO to TC41 .
- Faulty processor
Key off, wait 10 seconds.
Disconnect transm"ission bulkhead connector at
TOT sensor. Inspect for damaged or pushed out
pins, corrosion, loose wires, etc. Service as
necessary.
Insert a jumper wire between TOT circuit and SIG
RTN circuit at the E40D transmission vehicle
harness connector.
Run Key On Engine Off Self~Test.
Is code 66 present?
Pinpoint
ITransmission - E40D
Test
TC
I
TC41 CHECK CONTINUITY OF TOT AND SIG RTN
CIRCUITS
I
TC50 SERVICE CODE 66: .
ATTEMPT TO GENERATE CODE 56
Pinpoint
ITransmission - E40D
Test
TC
.
TEST STEP RESULT ~ ACTION TO TAKE
I
TC51 CHECK FOR VREF AT THROTTLE POSITION
SENSOR
I
TC52 CHECK TOT CIRCUIT FOR SHORTS TO
GROUND
I,,--T_r_a_D_sm
. . . . _i_SS_i_O_D_-_E_4_0_D 11 Pi;:::nt I'--_T_C_---'
,
TEST STEP RESULT ~ ACTION TO TAKE
I
TC90 MLP. TOT SENSOR AND E40D SOLENOID
DRIVE CYCLE
TC91 I
ATIEMPT TO GENERATE CONTINUOUS
MEMORY CODE 56, 62, 66. 67 and 99
I.Transmi~Sion-E40D Pinpoint
Test
-TC
I
TC92 CHECK CIRCUIT USING KEY ON ENGINE OFF
CONTINUOUS MONITOR MODE
Is a fault indicated?
No ~ GO to Ilc931.
I
TC93 CHECK EEC'-IV VEHICLE HARNESS ;
Still in Key On Engine Off Continuous Monitor Yes ~ ISOLATE fault and
mode. SERVICE as necessary.
CLEAR Continuous
Observe VOM or STAR LED for a fault indication Memory Code(s)
while performing the following: (REFER to Quick Test
Appendix). RERUN
- Referring to the illustration in IlC94 I , grasp Quick Test.
the harness closest to the sensor/
transmission connector. Wiggle, shake or bend
a small section of the EEC-IV system vehicle No ~ GO to IlC9SI.
harness while working your way to the dash
panel, processor, and transmission.
Is a fault indicated?
,
'.
Pinpoint
[Transmission -:- E40D TC
Test
VREF
RV
-o---o.....-----t~>- MLP SIG~>-+--o--==--.....,
II
----0.....-----+->-- EPC PWR-
(DIESEL ONLY)
1/
fC f. ~~..->-1'*roTSIG~)>--+:-oo- .......
I I I
x-x SHORTS TO I
I
,
, I
GROUND OR POWER
X XOPENS
.1 -- -O--+~>w
~ SIG RTN_ >~II-O-""'---""
"
Pinpoint
ITransmission - E40D
Test
TC
No ~ SERVICE as necessary.
CLEAR Continuous
Memory Code(s)
(REFER to Quick Test
Appendix). RERUN
Quick Test.
I
TC96 CONTINUOUS MEMORY CODES 49, 59, 69:
FAULT ISOLATION
Service Code(s) 49, 59, 69 indicates that the Yes ~ GO to Quick Test to
transmission went through four improper shifts in an service other codes.
upward or downward gear range (1-2 gear, 2-3 gear,
or 3-4 gear and in reverse direction) consecutively No ~ GO to ITC971.
over a period of drive time. When changing a gear
position either the SS1 or SS2 solenoid remained
On or Off an extended amount of time.
.
Possible causes are:
- Intermittent harness continuity
- MLP sensor out of adjustment
- Stuck shift solenoid
Rerun Key On Engine Off Self-Test.
Do any other codes appear in Key On Engine
Off Self-Test in addition to the Continuous
Memory Codes 49, S9 or 69?
ITransmission - E40D
?inpoint
Test
TC
I
TC97 CHECK CIRCUITS USING KEY ON ENGINE
OFF CONTINUOUS MONITOR MODE ~
Pinpoint
IIntegrated Controller Test
x
INote I
You should enter this Pinpoint Test only when service code 72,78, 82, 83, 87, 88, 95
and 96 are received durJ!!.p Quick Test or if you have been directed here from Pinpoint
Test [A] " Pinpoint Test ~, or Diagnosis By Symptom.
IRemember I
To prevent the replacement of good components, be aware that the following non-EEC areas
may be at fault: . .
Fuel Lines
Fuel Filters
Contaminated Fuel
Fuel Pump
Ignition Switch
Battery Cables
Alternator
Voltage Regulator
Ground Straps
AIC Clutch
AIC Demand
Cooling Fan Motor
This Pinpoint Test is inte'nded to' diagnose oniy the following:
Integrated Relay Controller Module
Battery Voltage
Power Relay
EDF Relay
HEDF Relay
WAC Relay
Fuel Pump Relay
Harness circuits: VBAT, VPWR, F.P., GND and PWR to Fuel Pump(s), WAC, ACC, ACCS,
Cooling Fan Power, AIC Clutch, Key PWR, PWR to Integrated Controller
Processor Assembly (-12A650-)
AIC Demand Switch Input
Pinpoint
IIntegrated Controller Test
x
INERTIA
SWITCH
POWER-
TO-
PUMP
TEST PIN 22 --=-F..:..P ~-------~ ~---------___mlo
FUEL
TEST PIN 37 _V:..:.P....:W.:.:R..:.--4I~_+- ~~ ...:.P..;:U:..:..:.M:.:...P...:.R..:.:E:.=L:..;.AY~_----.+...,
60 PIN
BATTERY
20 40 60
55 EDF
COOLING
HEDF FAN
52 HEDF RELAY
AlC
AlC OEM. CYCLIC
CLUTCH
SWITCH PRESSURE SWITCH
COIL
_ _' . .......-_-41~:.--.----------1 SOLID
10 ACCS STATE
54~W:.;.A~C:::..+ ~ ~ ...., RELAY
+
1 21 41
12 7 6 6 7 12
24 19 18 13 13 18 19 24
CONTROLLER HARNESS CONNECTOR CONTROLLER MODULE CONNECTOR
A9968D
1.1[\
IDLE FUEL PUMP RELAY
60 PIN
BATIERY
20 4060
55EDF
COOLING
FAN
NC
NCDEM 12 CLUTCH
SWITCH COIL
~'....~_.. ~.-.....---,-~'\..=..21:.....---------~SOLID
10 ACCS ---------- STATE
54"W.AC -+-------~----' ~2:.;:2:.......- ~ RELAY +
1 21 41
24 19
CONTROLLER HARNESS CONNECTOR CONTROLLER MODULE CONNECTOR
A9259-B
Pinpoint
IIntegrated Controller Test
x
FUEL
PUMP
22 FP
FUEL
PUMP RELAY
VPWR
37 - - - -.....~----------~r'---------+-:E""'E"'"C---------1.----,
57 VPWR POWER RELAY
60 PIN
BATIERY
20 40 60
LOW
SPEED
VBAT
55 EOF
HI
SPEED
Pinpoint
IIntegrated Controller Test
x
37 VPWR 24
57 VPWR
IGNITION
SWITCH
BATTERY START/RUN
6O-PIN
20 40 60
VBAT
55 .:;ED:;;.;F_-+-----;I-- ~-------__..:jf).:::--___::....Wl
41 HEDF
AlC DEM.
SWITCH
ACCS
. -.. . . . . . .--_--...~~_~f~~----------_1 SOLID 1-- . -_ _....:;2.::..3-<1f_ _"""'\
~WAC
STATE
1 21 41 22 RELAY +
AlC
15 CLUTCH
COIL
16
Pinpoint
IIntegrated Controller Test
x
I
I
Pinpoint
IIntegrated Controller Test
x
Service Code 72 indicates that while Key Power Yes ~ CHECK for proper
was present, VPWR was interrupted or interference routing of EEC
from electrical noises caused the processor to reset, harness. SERVICE as
resulting in possible s~alls, high idle rpm, lack of necessary. If OK
SERVICE intermittent
power on acceleration or other drive symptoms.
VPWR circuit. RERUN.
Possible Causes: Quick Test. .
Pinpoint
IIntegrated Controller Test
x
Pinpoint
!Integrated Controller
Test
x
Pinpoint
IIntegrated Controller Test
x
For 3.8L:
- Jumper Test Pin 41 to Test Pin 40 at breakout
box.
For all others:
- Jumper Test Pin 52 to Test Pin 40 at breakout
box.
Does fan speed change from low to high?
Is HEDF on?
Pinpoint
IIntegrated Controller Test
x
Pinpoint
IIntegrated Controller Test
x
. TEST STEP RESULT ~ ACTION TO TAKE
Pinpoint
I" Integrated CObtroller
Test
x
Start engine.
No ~. GO to IX511.
DVOM on 20 volt scale.
Check voltage at AIC clutch vehicle harness
connector.
. '
Pinpoint
IIntegrated Controller Test
x
X52 I
ENTER OUTPUT STATE CHECK (REFER TO
QUICK TEST APPENDIX)
NOTE: Do not use STAR tester for this Step, Yes ~ REMAIN in Output
use VOM/DVOM. State Check. GO to
IX531.
Key off, wait 10 seconds.
Disconnect processor 60 pin connector. Inspect No ~ DEPRESS throttle to
for damaged or pushed out pins, corrosion, loose WOT and RELEASE. If
wires, etc. Service as necessary. STO voltage does not
go high, LEAVE
Install breakout box and connect processor to equipment hooked up
breakout box. and GO to Pinpoint
Test Step IQC11.
Disconnect electrical connector on the speed
control servo; if so equipped.
DVOM on 20 volt scale.
Connect DVOM negative test lead to STO and
positive test lead to battery positive.
Jumper STI to SIGNAL RETURN.
Perform Key On Engine Off Self-Test until the
completion of the Continuous Test Codes.
DVOM will indicate zero volts.
.
Depress and release the throttle.
Old DVOM reading change to a high Yoltage
reading?
""
Pinpoint
IIntegrated Controller Test
x
X591 CHECK
POWER
WAC CIRCUIT FOR SHORTS TO
.
Pinpoint
IIntegrated Controller Test
x
Pinpoint
IIntegrated Controller Test
x
. I Pinpoint X
I",,-I_n_te_g_r_a_te_~_C_o_n_t_r_O_II_e_r_ _~ .~
--I . ,-_T_e_s..;...t_~ '--~_..;.--I
TEST STEP RESULT ~ ACTION TO TAKE
X90
'.
I SERVICE CODE 95:
CHECK INERTIA SWITCH
Key On Engine Off Service Code 95 indicates that Yes ~ RECONNECT inertia
one of the following has occurred: switch. GO to IX91 I.
- Open circuit in or between the fuel pump and
N9 ~ REPLACE or RESET
FPM circuit (see schematic)
inertia switch. RERUN
- Poor fuel pump ground Quick Test.
- FUEL PUMP circuit short to power
- . Fuel pump relay contacts always closed
Key off, wait 10 seconds.
Locate and disconnect fuel pump inertia switch.
DVOM on 200 ohm scale.
Measure resistance of the fuel pump inertia .
switch.
Is resistance less than 5.0 ohms?
~
Pinpoint
IIntegrated Controller Test
x
Key off.
Locate and disconnect Integrated Controller.
Yes . REPLACE Integrated
Controller. RERUN
Quick Test
Does fuel pump shut off when Integrated
Controller is disconnected?
No ~ SERVICE short to
power in POWER-TO-
PUMP/FPM circuit.
RECONNECT
Integrated Controller.
RERUN Quick Test.
Service Code 96 indicates that when the fuel pump Yes ~ GO to IX961.
is being activated, power is not being supplied to
'the fuel pump. No ~ SERVICE open in
Key off, wait 10 seconds. POWER-TO-PUMP
Disconnect processor 60 pin connector. Inspect circuit between FPM
for damaged pins, corrosion, loose wires, etc. splice and the
Service as necessary. Integrated Controller.
REMOVE breakout box.
Install breakout box, leave processor disconnected. RECONNECT all
Disconnect Integrated Controller. components. RERUN
Quick Test.
DVOM on 200 ohm scale.
Measure resistance between the FPM circuit at
the breakout box and Pin 5 at the. Integrated
Controller vehicle harness connector.
Is resistance less than 5.0 ohms?
Service Code 59 indicates the idle fuel pump is not Yes ~ GO to IX9SI.
receiving the appropriate supplied voltage.
Key off. No ~ SERVICE Idle Fuel
Disconnect Integrated Controller. Pump circuit.
RECONNECT
DVOM on 200 ohm scale. Integrated Controller.
Measure resistance between Pin 10 at the RERUN Quick Test.
Integrated Controller vehicle harness connector
and battery positive post.
Is resistance between 1.0 and 1.2 ohms?
Pinpoint
IIntegrated Controller Test
x
I
X100 CONTINUOUS MEMORY CODE 95:
CHECK EEC-IV HARNESS
A Continuous Memory Code 95 indicates that one Yes ~ ISOLATE fault and
of the following intermittent conditions has occurred: SERVICE as necessary.
CLEAR Continuous
- Open circuit in or between the fuel pump and Memory Code 95 .
FPM circuit in the processor (see (REFER to Quick Test
schematic (0). Appendix). RERUN
Quick Test.
- Poor fuel pump ground.
Start engine. No ~ GO to IX1011.
Check for engine stall/stumble while performing
the following (also, if possible, listen for fuel pump
turning off).
- Shake, wiggle, bend the power-to-pump circuit
between the Integrated Controller Pin 5 and
the fuel pump.
- Shake, wiggle, bend the fuel pump ground
circuit from the fuel pump to ground.
- Lightly tap the inertia switch and the fuel
pump to simulate road shock.
Key off.
Inspect the fuel pump electrical connector and the
fuel pump ground for corrosion, damaged pins,
etc.
Is fault indicated/found?
Pinpoint
IIntegrated Controller Test
x
A Continuous Memory Code 59 or 96, without the Yes ~ ISOLATE fault and
presence. of a Continuous Memory Code 83 or 87, SERVICE as necessary.
indicates that during vehicle operation, one of the CLEAR Continuous
following has occurred: Memory (REFER to
Quick Test Appendix).
- Fuel pump relay contacts opened. RERUN Quick Test.
- Open in the POWER-TO-PUMP(s) circuit from
the Integrated Controller Pin 5 to the FPM No ~ Unable to duplicate
splice. (See schematic 00 ). and/or identify fault at
this time. For further
Start engine. diagnosis using the
EEC-IV Monitor Box,
Check for engine stall/stumble while performing REFER to Section 18
the following (also, if possible, listen for fuel pump EEC-IV Monitor Box:
turning off): Intermittent Fault
Diagnosis.
- Shake, wiggle, bend the POWER-TO-PUMP
circuit from the Integrated Controller to the
All others, CLEAR
FPM splice. Continuous Memory
- Lightly tap the Integrated Controller (to (REFER to Quick Test
simulate road shock). Appendix). RERUN
Quick Test.
Key off.
Inspect the Integrated Controller 24 pin
connectors for corrosion, damaged pins, etc.
Is fault indicated/found?
Contents
Diagnostic Flowchart 18-1
Introduction 18-2
Appendix:
VOL H DIAGNOSIS
SECTION 18
STEP 1: VISUAL CHECK
STEP 2: VEHICLE
PREPARATION
STEP 3: EQUIPMENT
SET-UP
STEP 8: SELECT 1 OF 14
SYMPTOM CHARTS
f-o---------------
PERFORM VISUAUMECHANICAL CHECKS
SELECT EEC-IV SIGNALS TO CHECK
, . . . . . - - - - - - -......"i.~
STEP 10: ANALYZING DATA APPENDIX: EEC-IV GRAPHS
..,...~--
IREPAIR, VERIFY'
AND RE.TEST
* ANOTHER ROAD TEST
* VOL H, SECTION 2
A12801-B
The EEC-IV Monitor* and the EEC-IV Monitor Recorder* are useful tools for diagnosing
intermittent driveability symptoms which are unable to be resolved through the diagnostics in
Section 17 Pinpoint testing. This section supports diagnostic procedures and data using the
Monitor and Recorder in a symptom-oriented manner.
By definition 'intermittent' is a randomly occurring drive symptom for which no hard codes
(KOEO, KOER) are revealed by the STAR tester. Often the Quick Test results in "Pass
Codes" while the drive symptom still exists. Other results, such as Continuous Memory Codes,
will also apply to the scope of this section.
Quick Test (Section 14) and associated Pinpoint diagnosis (Section 17) have been
completed, but the symptom is still occurring.
Review of Ford Technical Service Bulletins (TSB's) and inquiry into OASIS turns up no
applicable articles.
The Monitor and Recorder function as a 'window' into the EEC-IV system. Through this
'window' the user is able to view the same sensor values and signals the EEC-IV module is
outputting to the actuators. The EEC-IV module uses these values to make decisions which
increase engine performance. The Monitor displays these values for both engine off (KOEO)
and engine running conditions (KOER). The advantage of the Recorder is the ability to take a
'snapshot' of selected EEC-IV signals which can be stored and reviewed simultaneously.
A basic working knowledge of the EEC-IV system is critical to efficient troubleshooting of the
symptom. No diagnostic procedure can account for all the possibilities which can be
encountered, therefore this diagnostic procedure only attempts to provide basic steps and
methods for isolating possible causes.
The diagnostic procedure used in this section is a symptom-based approach to isolating the
faulty system, circuit or sensor. Often a mechanical fault will cause a good EEC-IV system to
react abnormally. In those cases, the use of a Monitor with this diagnostic procedure will
enhance the opportunity to eliminate possible EEC-IV faults and also locate mechanical faults.
* NOTE: In this section, the EEC-IV Monitor and EEC-IV Monitor Recorder will be
referred to as Monitor and Recorder, respectively.
Check vacuum hoses for damage and proper Yes ~ GO to Step [!] .
connection.
Check EEC-IV system wiring harness for proper No ~ SERVICE as necessary.
connections.
..
NOTE: If additional information is required on
Visual Check, refer to Section 14 Quick
Test Appendix.
Are all visual checks OK?
Perform KOEO Self-Test and check for Continuous Yes ~ Proceed with Step [!J ,
- Memory Codes. These codes must be recorded Power and Ground
before disconnecting the EEC-IV harness, Checks.
otherwise they could be erased.
Key off. No ~ REPEAT Step [I] .
Install Monitor using 10mm wrench or nutdriver.
Refer to installation procedure in Monitor Manuals,
if needed.
Select proper Monitor overlay card for the
appropriate .engine.
If a Recorder is available, do not install at this
time.
Is Monitor installed and the connecting cable
safely routed away from moving parts and
Ignition components?
Chart # 1
EECIV Power Signals
Signal Value Possible Fault Location
KAPWR >10.5v EEC-IV harness pin 1, vehicle battery.
VPWR >10.5v EEC-IV harness pin 37/57, power relay or IRCM,
vehicle battery, ignition switch, battery cables.
VREF 4.5 - 5.5v EEC-IV harness pin 26, EEC-IV processor.
KEYPWR (opt) >10.5v EEC-IV harness pin 5, vehicle battery, ignition switch.-
Chart # 2
.EEC-IV Ground Signals
Select the appropriate Symptom Chart as a guide for diagnosing the possible mechanical,
electrical or EEC-IV faults. For each symptom, Visual/Mechanical Checks and EEC-IV Checks
are listed in a suggested order. Continue to STEP 9 - ROAD TEST SET-UP.
CONTENTS
STARTING/IDLE
Surges 18-11 .
Poor Power or Sluggish 18-12
Spark Knock 18-13
Stalls at Deceleration/Quick Stop 18-14
Runs Rough: Hesitates 18-15
Misses
Bucks and Jerks
Backfires
OTHER
No
I EEC-IV MONITOR: Symptom Charts
Start
. .
System Possible Causes.
Visual/Mechanical Checks EEC-IV Checks
Fuel Check fuel pump inertia switch. Fuel Pump System:
Check for fuel contamination/quality. FP signal
Check fuel filter. FPM signal
FP relay
Fuel Injection:
INJ (CFI)
INJ 1, 2 (EFI)
INJ 1, 2, .. (SFI)
Visual/Mechanical Checks EEC-IV Checks
Ignition Check distributor cap, adapter and rotor. "gnition System:
Inspect spark plug and plug wires. PIP signal
Check ignition switch. SPOUT signal
Check ignition ,coil for voltage. IGN GND
Inspect TFI, DIS or EDIS module for
damage.
Check for presence of anti-theft devices.
Visual/Mechanical Checks EEC-IV Checks
Power and Grounds Check for low battery voltage. EEC-IV power:
Check starter and starter circuit for VREF
voltage. VPWR/EEC-IV relay
Inspect electrical connections, wires and EEC-IV grounds:
harnesses. - SIG RTN
PWR GND
CSE GND
Visual/Mechanical Checks EEC-IV Checks
Air/Vacuum Check vacuum lines for leaks or wear. TP sensor
MAP/BP sensor
MAF sensor
ISC-BPA solenoid or ISC+
Visual/Mechanical Checks EEC-IV Checks
Other Check engine coolant level. ECT sensor
Check thermostat for proper operation. EPC s~lenoid (E40D)
Check EGR valve stuck open.
Check for moisture entry into EEC-IV
module.
Check camshaft timing and cylinder
compression.
Fast Idle
EEC-IV MONITOR: Symptom Charts
Slow Idle
Rough
EEC-IV MONITOR: Symptom Charts
Idle
Poor Power
EEC-IV MONITOR: Symptom Charts or
Sluggish
Spark
EEC-IV MONITOR: Symptom Charts
I Knock
Stalls at
EEC-IV MONITOR: Symptom Charts Deceleration
or Quick Stop
Runs
EEC-IV MONITOR: Symptom Charts
Rough
Late, Early,
EEC-IV MONITOR: Symptom Charts Missing or
No Shifts
Hard or
EEC-IV MONITOR: Symptom Charts
Soft Shifts
Erractic
EEC-IV MONITOa: Symptom Charts or Hunting
Shifts
No Coastdown
EEC-IV MONITOR: Symptom Charts or
Overdrive
"CHECK ENGINE
EEC-IV MONITOR: Symptom Charts
UGHT' On
In order to diagnose driveability concern, one must collect information on how the EEC-IV
system is sensing and reacting. After Visual/Mechanical checks are completed and satisfied,
the EEC-IV portion of the Symptom Chart is diagnosed. Through the use of Monitor and
Recorder, these signal lines can be in$pected for shorts, opens, component failures or erratic
behavior. In addition, the information received from the Monitor and Recorder can reveal the
presence of mechanical problems.
2. Check to see if' the proper Overlay card is, inserted on Monitor.
3. Copy list of EEC-IV sensors and" actuators in order given by Symptom Chart. These
signals will be monitored during the road'test.
4. If a Recorder is used, then select the first 8 signals listed in the Symptom Chart for
Channels 1 to 8. Connect the jumpers from the I/O jacks to the appropriate channels.
5. Select the proper Diagnostic Reference Value Sheet in Appendix. This sheet lists EEC-IV
sensor and actuator values at various operating conditions. The values given on these
sheets are an approximation only.
6. In order for a road test to be performed it is required that another person accompany the'
driver. The accompanying person can select signals, observe changes and record notes.
Some useful signals which are listed in the Symptom Chart may require the use of certain
peripherals. These devices can be inserted into. the AUX input jacks of the Monitor or the
ADAPT 1/ADAPT 2 input jacks of the Recorder. Listed are two types of peripherals and
examples of the signals they receive.
The purP9se of the road test is to recreate the drive symptom by duplicating the conditions
that caused it to occur.
Legality/Liability. The Road Test Procedure is a suggested but optional part of this section.
The liability of this operation is left to the individual who chooses to use it.
Safety. It is important that the road test is performed safely. Use the provided seat belts an~
operate the vehicle in a safe manner.
During the road test various EEC-IV signals are chosen and their values shown. In addition, to
this data, certain observations can be made and road tests performed:
EEC-IV .Values. Compare road test values at various operating conditions with those listed in
the Diagnostic Reference Values. Refer to Appendix: EEC-IV Graphs and Charts for further
detail.
Monitor Lights. Observation of the Monitor lights give quick information about the condition of
many EEC-IV signals. For example, these lights can quickly reveal the general status of many
signals and tell whether a solenoid or switch is activated. Optional signals are printed in yellow
labels.
Wiggle Testing. By using the Monitor Wiggle test in KOER, often an intermittent device or
wire will trigger the beeper. The DCV Wiggle mode in particular is very sensitive to sudden,
erratic changes in an EEC-IV harness or component.
3. If Recorder is installed put FUNCTION switch in RECORD mode and press START
RECORD button.
5. When the symptom occurs, the accompanying passenger should observe changes in
selected EEC-IV signal. Information should be recorded onto paper with other specific
notes about the symptom, device, or operating conditions. If the Recorder is used, the
CAPTURE button should be pressed.
6. Record information about the symptom, operating condition and value of the EEC-IV signal
from the Monitor or Recorder (in PLAYBACK mode).
. 7. If necessary select other EEC-IV signals from the Symptom Chart and attempt to
recreate the symptom again. Observe and record the results. Continue onto Step 10 and
analyze the data which was collected during the road test.
ANALYZING DATA
Once the road test is completed, the results need to be analyzed to locate and repair the
exact fault which caused the symptom.
The use of the Recorder greatly enhances the view of the EEC-IV operation during the
presence of the symptom and allows a systems approach to the problem.
Look for abnormal behavior or values that are clearly incorrect. Inspect the signals for
abrupt or unexpected changes. For example, during a steady crui~e most of the sensor values
should be relatively stable. Sensors such as TP, MAP and RPM changing abruptly when the
vehicle was travelling at a constant speed are clues.
Look for agreement in related signals. For example, if TP is changed during a gentle
acceleration, a corresponding change should occur in MAP, RPM and Timing. Compare signals
by selecting different channels at a certain time range.
. Make sure the signals act in proper sequence. An increase in RPM after the TP is
increased is expected. However, if the RPM increases without a TP change then a problem
exists.
ANALYZING METHODS
Use any of the following methods to further diagnose a suspected EEC-IV signal or device.
Some methods are particular to a certain type of EEC-IV device. Follow the given strategy
listed for each type of EEC-IV signal - Refer to the Appendix: Methods of EEC-IV Monitor
Measurement.
Check Value
Harness Opens
Harn-ess Shorts
WIRE SENSORS
SWITCHES
By using the suggested strategies for the suspect' EEC-IV components the source of the
II I
fault can be found. If after following the given methods a fault is not found then a few
options still remain.
Follow-up Diagnosis. The Monitor and Recorder can be used to Diagnose EEC-IV signals
other than those listed in the chosen Symptom Chart. By conducting a thorough investigation
of all the EEC-IV signals, the source of the problem can likely be found. Available for auxiliary
(AUX) inputs are two peripherals: Multipoint Auxiliary Adapter (#007-00023) and the
Electronic Fuel Pressure/Vacuum Adapter (#007-00022).
Other Diagnostic Tools. If needed, there are other specialized tools that could aid in
Diagnose. The Intermittent Ignition Analyzer (# 007-00035) can be used for TFI-IV systems.
If a DIS or EDIS ignition is present, special diagnostic tools are necessary - refer to Section
13. Another useful tool is the Fuel Testing Kit (# 113-00004) used in' checking the presence
of contaminated fuel.
Section 2. The Diagnostic Routines, Section 2 of this volume, lists various symptoms and
references possible systems and components. Also referenced in this location are other
volumes and group numbers.
VERIFICATION
After the vehicle fault has been located and repaired, a verification test needs to be
performed. This may require a road test to verify that the symptom is no longer present. It is
also important to remember that if any Continuous Memory Codes were present before the
symptom was repaired, those codes must be cleared. Refer to Section 14 Appendix - How
to Clear Continuous Memory Codes.
Described here are ten basic methods to measure and diagnose EEC-IV signals. Other less
common methods are detailed in the Monitor manuals.
CHECK VALUE
Purpose: Activate solenoid or relay from EECIV. Monitor and observe device..
1. KOEO/KOER; AUTO or DCV mode.
2. Select signal from PIN SELECTOR A or B.
3. Various units used, refer to Meter Function light.
2.' Move AIM switch, to KEY ON ENGINE ON position and wait for output- codes (beeps) to
end.
3. Completely depress an'd release throttle - observe signal light turn on.
1. Key off only for Ohms Wiggle; KOEO or KOER .for DCV Wiggle.
2. Use DCV Wiggle for all actuators, power and ground signals, all sensors which use DCV
units in AUTO mode; all others use Ohms Wiggle.
3. Examples: Ohms Wiggle MAP, PIP, INJ; DCV Wiggle - TP, ECT, EVR. DCV Wiggle is
more sensitive than the Ohms Wiggle Test.
7. Wiggle Test light and beeper will activate when change sensed.
NOTES
1. Diagnostic Reference Values are based on engine at norm~1 operating temperature
(ECT = .5 to .7v/180 to 220F).
2. KOEO and HOT IDLE test values are recorded with vehicle in PARK position (A/T) or
NEUTRAL position (MIT).
3. Before proceeding with Monitor TIMING checks, Monitor must be calibrated to BASE
TIMING. (Adjust BASE TIMING knob on Monitor.) BASE TIMING equals 10 degrees for all
vehicles. For EDIS vehicles (4.0L TRK) BASE TIMING is not adjustable.
4. Vehicles with manual transmission (MIT) use 3rd gear for their 30 MPH valves and 4th
gear for their 55 mph values. Vehicles with automatic transmission (A/T) use D for their
55 mph values.
5. Reference values shown in chart may 'differ between vehicles due to various factors:
component tolerances, driving conditions, weather, etc. These values were recorded at
approximately 600' altitude above sea level and ambient temperatures from 50 to 70
degrees F. Some EEC-IV devices, such as ACT, ECT and EDF are temperature dependent
and their values may vary greatly. Other values such as ISC-BPA and INJ are calibration
dependent and may vary also.
1.9L
APPENDIX: Diagnostic Reference Values EFI
HO
CAR
ESCORT GTIEXP
SENSORSI Signal
INPUTS Pin #. KOEO Units HOT IDLE' 30 MPH 55 MPH Units
1.9L
APPENDIX: Diagnostic Reference Values CFI
CAR
ESCORT
SENSORS/ Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
1.9L
AfPENDIX: Diagnostic Reference Values. SEFI
CAR
SENSORSI Signal
.. INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 DCV DCV
MAF 50 DCV DCV
PFE 27 DCV DCV
ECT 7 DCV DCV
ACT 25 DCV DCV
IDM 4 RPM RPM
CID+ 41 DCV DCV
PIP 56 RPM RPM
HEGO 29 DCV DCV
FPM 19 DCV DCV
, ACC 10 DCV CD DCV
VSS+ 3 MPH MPH
OCTADJ1 43 DCV DCV
OCTADJ2 34 DCV DCV
NDS (AID 30 DCV DCV
NGS/CES (MID 30 DCV DCV
STI 48 DCV DCV
ACTUATORSI
OUTPUTS
INJ 4 13 DCV mS
INJ 2 59 DCV mS
INJ 1 58 DCV mS
EVR 33 DCV %
STO/MIL 17 DCV DCV
HEDF 31 DCV DCV
WAC 54 DCV DCV
ISC-BPA 21 DCV , DCV
FP 22 DCV DCV
INJ 3 12 DCV mS
SAW 36 RPM RPM .
2.3L
APPENDIX: Diagnostic Reference Values EFI
OHC
CAR
MUSTANG
SENSORS/ Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 .8 DCV .8 1.0 1.3 DCV
EVP 27 .4 DCV .4 .6 1.4-2.4 DCV
ECT 7 .8 DCV .8 .8 .8 DCV
ACT 25 1.2 DCV 1.6 1.8 1.6 DCV
MAP 45 158 Hz 102-104 106-109 125-130 Hz
IDM 4 0 RPM 850-900 1650-1750 2700-2800 RPM
PIP 56 0 RPM 850-900 1650-1750 2700-2800 RPM
KS 23 2.5 DCV 2.5 2.5 2.5 DCV
HEGO 29 0 DCV switching switching switching DCV
BOO 2 0 DCV O/VBATCD 0 0 DCV
ACC 10 0 DCV 0/VBAT0 0 0 DCV
PSPS 3 0 DCV 0/10.0 turn 0 0 DCV
ACD 24 0 DCV 0/VBAT0 0 0 DCV
NDS (AfT) 30 0 DCV 0 5.0 5.0 DCV
NGSfCES (MfT) 30 0 DCV 0 5.0/0 5.0 DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCY
ACTUATORS/
OUTPUTS
2.3L
!\~PENDIX: Diagnostic Reference Values EFI
OHC'MA
CAR
MUSTANG (CALIFORNIA ONLY)
SENSORS/ Signal
INPUTS Pin # KOEO Unl.ts HOT IDLE 30 MPH 55 MPH Units
MAF' 14 0 DCV .6 1.3-1.5 1.8-2.2 DCV
TP 47 1.0 DCV 1.0 1.2-.1.3 1.5 OCV
EVP - 27 .4 DCV .4 . -.4 .4-3.0 OCV
ECT 7 .8 - OCV .8 .8 .8 OCV
ACT 25 2.1 OCV 2.4 2.6 2.9 OCV
BP 45 157 Hz 157 157 157 Hz
10M 4 0 RPM 830-880 1400-1450. 2750-2800 RPM
PIP 56 0 RPM 830-880 1400-1450 2750-2800 RPM
KS 23 . 2.5 DCV 2.5 2.5 2.5 DCV
HEGO 29 0 DCV sWitching switching sWitching OCV
BOO 2 0 DCV O/VBAT<D ' 0 0 DCV
FPM 8 0 DCV VBAT VBAT VBAT DCV
ACCS 10 0 OCV 0/VBAT0 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
PSPS 24 ' 0 DCV', 0/10.0 turn 0 0 OCV
ACO 43 0 DCV 0/VBAT0 0 0 DCV
NDS (A/T) 30 .7 DCV .7 5.0 5.0 DCV
NGS/CES (M/T) 30 0 DCV 0 5.0/0@ 5.0 DCV
STI - 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORSI
OUTPUTS
INJ Bank 2 59 VBAT0 DCV 3.6-3.7 4.56.0 6.0-7.2 mS
. INJ Bank 1. 58 VBAT0 DCV 3.6-3.7 4.5-6.0 6.0-7.2 mS
5S 3/4 (A/T) 52 VBAT DCV VBAT .3 .3 DCV
EVR 33 VB AT0 DCV 0 - 0 0-50 0/0
2.3L
APPENIlIX: Diagnostic Reference Values EFI
HSC
CAR
TEMPO/TOPAZ
SENSORS/ Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
2.5L
APPENDIX: Diagnostic Reference Values CFI
HO
CAR
TAURUS
SENSORS/ Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units
2.9L
APPENDIX: Diagnostic Reference Values EFI
CAR
SCORPIO
SENSORSI Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 DCV DCV
ECT 7 DCV DCV
BOO 18 DCV CD DCV
ACT 25 DCV DCV
MAP 45 Hz Hz
PIP 56 RPM RPM
OCT ADJ 23 DCV DCV
HEGO 29 DCV DCV
KDS 19 DCV DCV
ACC 10 DCV DCV
VSS+ 3 MPH MPH
HEGO-2 43 DCV DCV
NDS 30 DCV DCV
IDLE ADJ 28 DCV DCV
STI 48 DCV DCV
ACTUATORSI
OUTPUTS
OTHER
3.0L
APPENDIX: Diagnostic Reference', Values EFI
CAR
TAURUS/SABLE/PROBE
SENSORS/ Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH . Units
TP 47 .8 DCV .8 .9 1.2~1.4 -DCV
SCCS 50 6.7 DCV 6.7 6.7 6.7 DCV
PFE 27 3.2 "DCV 3.2 3.4 3.5-3.8 DCV
ECT' 7 .6 DCV .6 .6 .6 DCV
. THS 4/3 (AXOD) 25 10.0 DCV 11.0 0 0 DCV
ACT 25 ' 1.5 DCV 2.0-2.5 2.0-3.0 2.2-3.2 DCV
MAP 45 158 Hz 108-110 110-114 118-120 Hz
IDM 4' 0 RPM 750-850 1300-1500 2500-2800 RPM
PIP 56 0 RPM 750-850 1300-1500 2500-2800 RPM
HEGO 29 0 DCV switching switching switching DCV
THS3/2(AXOD) 19 10.0 DCV 11.0 - 0 0 DCV
BOO 2 0 DCV 0/VBAT0 0 0 DCV
FPM 8 0 DCV 4
VBAT VBAT VBAT DCV
ACC 10 0 DCV 0/VBAT0 0 0 DCV
VSS+ 3 0 MPH 0 30 : 55 MPH
PSPS 24 0 DCV 0/10.0 turn 0 0 DCV
NDS (AfT) 30 0 DCV' 0 VBAT VBAT DCV
NPS (AXOD) '30 VBAT DCV VBAT VBAT VBAT DCV
NGS/CES (MIT) 30 0 DCV 0 5.0/0@) 5.0 DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORS/
OUTPUTS
INJ Bank 2 59 VBAT@) DCV 05.8-6.1 7.0-8:0 7.5-10.0' mS
INJ Bank f 58 VBAT@) DCV 5.8-6.1 7.0-8.0 7.5-10.0 mS
HEDF 52 VBAT DCV VBAT VBAT VBAT DCV
EVR 33 VBAT@) DCV 0 0 0-40 0/0
OTHER
IGN TIMING TIMING 22-25 31-36 35-40 DEG
3.0L
ApPENDIX: Diagnostic Reference Values SEFI
SHO
CAR
TAURUS SHO
SENSORSI Sig.
INPUTS Pin 1/ KOEO Units HOT IDLE 30 MPH 55 MPH Units
ACTUATORSI
OUTPUTS
OTHER
3.8L
APPENDIX: Diagnostic Reference Values SEFI
AXOD
CAR
TAURUS/SABLE/CONTINENTALITAURUS POLICE
SENSORSI Signal
INPUTS Pin :/I KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 .9 DCV .9 1.1 1.3-1.4 DCV
FPM 50 0 DCV VBAT VBAT VBAT DCV
PFE 27 3.2 DCV 3.2 3.4 3.0-3.3 DCV
ECT 7 .6 DCV .6 .6 .6 DCV
THS 4/3 18 9.5 DCV 11.0 0 0 DCV
ACT 25 .9 DCV .9 1.8 1.5-1.8 DCV
MAP 45 158 Hz 105 107-108 118-121 Hz
10M 4 0 RPM 700-730 1450-1600 2500-2600 RPM
PIP 56 0 RPM 700-730 1450-1600 RPM.
HEGO-R 29 0 DCV switching switching 2500-2600 DCV
THS 3/2 19 9.5 DCV 11.0 0 0 DCV
ACC 10 0 DCV O/VBAT@ 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
HEGO-L 43 0 DCV switching switching switching DCV
NPS 30 4.6 DCV 4.6 0 0 DCV
SCCS 28 6.7 DCV 6.7 6.7 6.7 DCV
BOO 5 0 DCV. 0/V8ATQ) 0 0 DCV
STI 48 5.0 DCV 5.0 5.0
. 5.0 DCV
ACTUATORS/
OUTPUTS
3.8L
APPENDIX: Diagnostic Reference Values SEFI
RWD
CAR
THUNDERBIRD/COUGAR
SENSORS/ Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units.
ACTUATORS/
OUTPUTS
OTHER
3.8L
APPENDIX: Diagnostic Reference Values' SEFI
SC
CAR
THUNDERBIRD/COUGAR
SENSORS/ Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
ACTUATORS/
OUTPUTS
INJ 4 13 VABT0 DCV 4.0-4.4 4.5-5.0 5.7-7.0 mS
INJ 6 15 VBAT0 DCV 4.0-4.4 . 4.5-5.0 5.7-7.0 mS
INJ 5 14 VBAT0 DCV 4.0-4.4 4.5-5.0 5.7-7.0 mS
INJ 2 59 VBAT0 DCV 4.0-4.4 4.5-5.0 5.7-7.0 mS
INJ 1 58 VBAT0 DCV 4.0-4.4 4.5-5.0 5.7-7.0 mS
EVR 33 VBAT0 DCV 0 0 40 0/0
%
SBS 38 VBAT0 DCV 0 0 0
STO/MIL 17 .6 DCV VBAT VBAT VBAT DCV
CANP 31 VBAT DCV VBAT VBAT 6.0-8.5 DCV
WAC 54 0 DCV 01750 0 0 DCV
ISCBPA 21 VBAT DC.v 9.0-9.4 7.6-8.0 7.5 DCV
HEDF 41 VBAT DCV VBAT VBAT VBAT DCV
FP 22 VBAT DCV .9 .9 .9 DCV
INJ 3 12 VBAT0 DCV 4.0-4.4 4.5-5.0 5.7-7.0 mS
SPOUT 36 0 RPM 770-800 1500-1550 1800-1900 RPM
ACL 32 5.0 DCV 5.0 5.0 5.0 DCV
%
SCVAC 51 VBAT0 DCV 0 0 0
SIL (MIT) 53 1.7 DCV VBAT VBAT VBAT DCV
SCVNT 35 VBAT DCV 0 98 98 %
EDF 55 0 DCV 0 0 0 DCV
OTHER
IGN TIMING TIMING 15-17 30-34 34-35 DEG
5.0L
APPENDIX: Diagnostic Reference Values SEFI
CAR
MARK VII
SENSORSI Signal
INPUTS ,Pin #: KOEO Units HOT IDLE 30 MPH 55 MPH Units
OTHER
IGN TIMING TIMING 24-25 32-34 34-35 DEG
5.0L
APPENDIX: Diagnostic Reference Values SEFI
CAR
CROWN VICTORIA/GRAND MARQUIS/LINCOLN TOWN CAR
SENSORSI Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
ACTUATORSI
..
OUTPUTS
OTHER
5.0L
APPENDIX: Diagnostic Reference Values SEFI
MA
CAR
MUSTANG
SENSORSI Signal
INPUTS Pin :/I KOEO Units HOT IDLE 30 MPH 55 MPH Units
2.3L
APPENDIX: Diagnostic Reference Values EFI
OHC
TRUCK
RANGER
SENSORSI Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
OTHER
2.9L
APPENDIX: Diagnostic Reference Values EFI
TRUCK
RANGER/BRONCO II
SENSORSI Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
3.0L
APPENDIX: Diagnostic Reference Values EFI
TRUCK
AEROSTAR -
SENSORSI Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH' 55 MPH Units
4.0L
APPENDIX: Diagnostic Reference Values EFI MA
TRUCK
RANGER/BRONCO II/AEROSTAR
SENSORSI Signal
INPUTS Pin :#: KOEO Units HOT IDLE 30 MPH 55 MPH Units
4.9L
APPENDIX: Diagnostic Reference Values EFI
TRUCK
E and F - SERIES/BRONCO
SENSORS/ Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 1.0 DCV 1.0 1.2-1.3 1.5-1.6 DCV
EVP 27 .4 DCV .4 1.5-2.0 2.0-3.0 DCV
ECT 7 .6 DCV .6 .6 .6 DCV
ACT 25 1.2 qcv 1.2 1.6 1.6-2.0 DCV
MAP 45 158 Hz 106 107-112 120-135 Hz
IDM 4 0 APM 675-725 0 0 APM
OCS (E40D) 41 0 DCV 0 0 0 DCV
PIP 56 0 APM 675-725 0 0 APM
TOT (E40D) 23 1.7 DCV 1.2 1.2 1.2 DCV
KS 25 2.5 DCV 2.5 2.5 2.5 DCV
HEGO 29 0 DCV switching switching switching DCV
4x4l (E40D) 12 VeAT DCV veAT VBAT VBAT DCV
FPM 8 0 DCV VBAT VBAT VBAT DCV
ACCS 10 0 DCV O/VBATe!) 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
ACD 43 0 DCV O/VBATe!) 0 0 MPH
NDS (AfT) 30 0 DCV 0 5.0 5.0 DCV
MlP (E40D) 30 4.5 DCV 4.5 2.1 2.1 DCV
NGS/CES (MIT) 30 0 DCV 0 5.0/00 5.0 DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORS/ .'
OUTPUTS
INJ Bank 2 59 VBAT@ DCV 6.4-6.8 7.5-9.5 11.0-12.5 mS
INJ Bank 1 58 VeAT@ DCV 6.4-6.8 7.5-9.5 11.0-12.5 mS
SS1 (E40D) 52 .3 DCV .4 ., VeAT VBAT DCV
EVA 33 VBAT@ DCV 0 0 0 %
EPC (E40D) 38 . 7.3 DCV 8.5 8.6 9.0 DCV
STO/Mll 17 .6 DCV VBAT veAT VBAT DCV
WAC 54 0 DCV o/veATe!) 0 0 DCV
ISC-BPA 21 VBAT DCV 9.8-10.0 7.5-9.0 6.0-8.2 DCV
FP 22 VBAT DCV .1 .1 .1 DCV
SS2 (E40D) 19 VBAT DCV VBAT .4 .4 DCV
SPOUT 36 0 APM 675-725 0 0 APM
OCll (E40D) 32 veAT DCV. VBAT VBAT 0 DCV
AM1 51 VBAT DCV VBAT 0 0 DCV
AM2 11 VBAT DCV veAT VBAT veAT DCV
CCC (E40D) 53 veAT DCV VBAT .4 .4 DCV
CCS (E40D) 55 VBAT DCV VBAT VBAT .4 DCV
OTHER
IGN TIMING TIMING 17-20 24-28 24-30 DEG
5.0L
APPENDIX: Diagnostic' Reference Values EFI
TRUCK
E AND F - SERIES/BRONCO
SENSORS/ Signal
INPUTS Pin 1/ KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 .9 DCV .9 1.0-1.1 1.2-1.3 DCV
EVP 27 .4 DCV .4 .4-.8 3.0-3.5 DCV
ECT 7 .6 DCV .6 .6 .6 DCV
ACT 25 1.2 DCV 1.2 1.4 1.2 DCV
MAP 45 158 Hz 104-105 107-112 122-124 Hz
10M 4 0 RPM 700-730 RPM
OCS (E40D) 41 0 DCV 0 0 0 DCV'
PIP 56 0 RPM 700-730 RPM
TOT 23 1.7 DCV 1.2 1.2 1.2 DCV
KS 23 2.5 DCV 2.5 2.5 2.5 DCV
HEGO 29 0 DCV switching switching switching DCV
4x4L (E40D) 12 VBAT DCV VBAT VBAT VBAT DCV
BOO (E40D) 2 0 DCV 0/VBAT0 0 0 DCV
FPM 8 0 DCV VBAT VBAT VBAT DCV
ACCS 10 0 DCV 0/VBAT0 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
PSPS 24 0 DCV 0/11.0 turn 0 0 DCV
NOS (A/T) 30 0 DCV 0 VBAT VBAT DCV
MLP (E40D) 30 4.5 DCV 4.5 2.1 2.1 DCV
NGS/CES (MIT) 30 0 DCV 0 O/VBAT@ VBAT DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORS/
OUTPUTS
INJ Bank 2 59 VBAT0 DCV 5.0-5.7 5.0-7.0 8.8-9.4 mS
INJ Bank 1 58 VBAT0 DCV 5.0-5.7 5.0-7.0 8.8-9.4 mS
SSl (E40D) 52 .3 DCV .4 VBAT VBAT DCV
EVR 33 VBAT0 DCV 0 0-50 . 75-90 %
EPC (E40D) 38 7.5 DCV 8.5 8.5 9.0 DCV
STO/Mll 17 .6 DCV VBAT VBAT VBAT DCV
ISC-BPA 21 VBAT DCV 9.0 5.5-6.0 2.5-4.5 DCV
FP 22 VBAT DCV .9 .9 .9 DCV
SS2 (E40D) 19 VBAT DCV VBAT .4 .4 DCV
SPOUT 36 0 RPM 700-730 RPM
OCll (E40D) 32 VBAT DCV VBAT VBAT 0 DCV
AM1 51 VBAT DCV VBAT 0 0 DCV
AM2 11 VBAT DCV VBAT VBAT VBAT DCV
CCC (E40D) 53 VBAT DCV VBAT .4 .4 DCV
CCS (E40D) 55 VBAT DCV VBAT VBAT .4 DCV
OTHER
IGN TIMING TIMING 14 28-36 33-42 DEG
5.8L
APPENDIX: Diagnostic Reference Values EFI
TRUCK
E AND F - SERIES/BRONCO
SENSORSI Signal
INPUTS Pin :# KOEO Units HOT IDLE 30 MPH 55 MPH Units
TP 47 .9 DCV .9 1.1-1.2 1.3-1.4 DCV
EVP 27 .3 DCV .3 .4 1.2-16 DCV
ECT 7 .6 DCV .6 .6 .6 DCV
ACT 25 1.3 DCV 1.3 1.4 1.6-2.0 DCV
MAP 45 158 Hz 104-110 107-114 117-120 Hz
IDM 4 0 RPM 750-800 RPM
OCS (E40D) 41 0 DCV 0 0 0 RPM
PIP 56 0 RPM 750-800 DCV
TOT (E40D) 23 1.1 DCV 1.1 1.1 1.4 DCV
KS " 23 2.5 DCV 2.5 2.5 2.5 DCV
HEGO 29 0 DCV switching switching switching DCV~
4x4L (E40D) 12 VBAT DCV VBAT VBAT VBAT DCV
BOO (E40D) 2 0 DCV 0/VBAT0 0 0 DCV
FPM 8 0 DCV VBAT VBAT VBAT DCV
ACCS 10 0 DCV O/VBAT@ 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
NDS (A/T) 30 0 DCV 0 VBAT VBAT DCV
MLP (E40D) 30 4.5 DCV 4.5 2.1 2.1 DCV
NGS/CES (MIT) 30 0 DCV 0 O/VBAT@ VBAT DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORSI
OUTPUTS
INJ Bank 2 59 VBA T0 DCV 5.8-6.4 6.0-8.5 9.0-11.0 mS
INJ Bank 1 58 VBAT0 DCV 5.8-6.4 6.0-8.5 9.0-11.0 mS
SS1 (E40D) 52 .3 DCV .4 VBAT VBAT DCV
EVR 33 VBAT0 DCV 0 0-30 40 %
EPC (E40D) 38 7.2 DCV 8.5 8.9 9.0 DCV
STO/MIL 17 .6 DCV VBAT VBAT VBAT DCV
CANP 31 VBAT DCV VBAT VBAT 0 DCV
ISC-BPA 21 VBAT DCV 8.3 5.0-7.0 3.0-4.0 DCV
FP 22 VBAT DCV .9 .9 .9 DCV
SS2 (E40D) 19 VBAT DCV VBAT .4 .4 DCV
SPOUT 36 0 RPM 750-800 RPM
OCIL (E40D) 32 VBAT DCV VBAT VBAT 0 DCV
AM1 51 VBAT DCV 0 0 0 DCV
AM2 11 VBAT DCV VBAT" VBAT VBAT DCV
CCC (E40D) 53 VBAT DCV VBAT 0 0 DCV
CCS (E40D) 55 VBAT DCV VBAT VBAT VBAT DCV
OTHER !
7.5L
APPENDIX: Diagnostic Reference Values EFI
TRUCK
E AND F - SERIES
SENSORSI Signal
INPUTS Pin #: KOEO Units HOT IDLE 30 MPH 55 MPH Units
ACTUATORSI
OUTPUTS
OTHER
7.3L
APPENDIX: Diagnostic Reference Values DIESEL
E40D
Truck
E AND F - SERIES
SENSORSI Signal
INPUTS Pin # KOEO Units HOT IDLE 30 MPH 55 MPH Units
FIPl . 47 1.2 DCV 1.2 1.8 2.0-2.3 DCV
TOT 7 2.0 DCV 1.4 1.8 1.8 DCV
BP 45 157 Hz 157 157 157 Hz
RPMS 4 0 RPM 650-700 RPM
OCS 41 0 DCV 0 0 0 DCV
4x4l 12 VBAT DCV VBAT VBAT VBAT DCV
BOO 2 0 DCV 0/VBAT0. 0 0 DCV
ACCS 10 0 DCV 0/VBAT0 0 0 DCV
VSS+ 3 0 MPH 0 30 55 MPH
MlP 30 4.5 DCV 4~5 2.1 2.1 DCV
STI 48 5.0 DCV 5.0 5.0 5.0 DCV
ACTUATORSI
OUTPUTS
SS1 52 .3 DCV .4 VBAT VBAT DCV
EPC 38 9.0 DCV 8.0 8.0 8.5 DCV
STO 17 VBAT DCV VBAT VBAT VBAT DCV
SS2 19 VBAT DCV VBAT .4 .4 DCV
SPOUT 36 0 RPM 650-700 RPM
OCIL/Mll 32 VBAT DCV VBAT VBAT 0 DCV
ecc 53 VBAT DCV VBAT .4 .4 DCV
CCS 55 VBAT DCV VBAT VBAT .4 DCV
ACT
APPENDIX: . EEC-IV Graphs' and Charts and
ECT
EVP
APPENDIX: EEC-IV Graphs and Charts and
FIPL
Ov, 1v 2v 3v 4v 5v
Voltage Reading (volts)
A12844-A
A12833-A
Fuel
APPENDIX: EEC-IV Graphs and Charts Pressure,
MAF
VOLTAGE
(V)
MAF SENSOR DATA * Engine at Normal Opera.ting
- Temperature.
3.0 --
..
-- ENGINE
CONDITION
VOLTAGE
VOLTS
2.0 -~
- IDLE
20 MPH
.8
1.0
~
40 MPH 1.7
~ 60 MPH 2.1
1.0 .. -
............
'"
'"
'" I I I j
BP Sensor Graph
MAP Sensor Graphs: Output Frequency at Key On/Engine Off
MAP/BP SENSOR DATA:
OUTPUT FREQUENCY AT KOEO
MAP FREQUENCY (Hz) Frequency may vary plus or
165 minus 6 Hz of these values
164
163 due to sensor variations.
162
161
160
159 ~-----~......-
158
BAROMETRIC PRESSURE FREQUENCY
157
156
155 in. (Hg) kPa Hz *
154
153
152
17.1 58 122.4
151
150
18.3 62 125.5
149 19.5 66 128.7
""''!''''I'''''I''''I''''1''''I'''"I''''I'''nr-I''''1"''P'''1''''I''''I''"r''''Jl'''l''''l''''1I''''1''''I''''I'''',.....r
28.8 29.0 29.2 29.4 29.6 29.8 30.0 30.2 30.4 30.6 30.8 31.0 31.2 20.7 70 131.9
21.8 74 135.1
BAROMETRIC PRESSURE (In. Hg) 23.0 78 138.3
95.0 96.0 970 980 99.0 100.0 101.0 1020103.0 104.0 105.0 '106.0 1070
24.2 82 141.8
25.4 86 145.4
BAROMETRIC PRESSURE (kPa) 26.6 90 148.9
27.7 94 152.5
28.9 98 156.1
A12835-B
30.1 102 159.6
31.0 105 162.4
Manifold Vaccum
In * MAP output frequency versus
(Hg) kPA manifold vacuum data is
based on 30.0
in. (Hg) Barometric Pressure.
o 0
3 10.2 MANIFOLD VACUUM FREQUENCY
6 20.3 In. (Hg) kPa Hz *
9 30.5
0 0 159
12 40.6 3 10.2 150
15 50.8 6 20.3 141
9 30.5 133
18 61.0 12 40.6 125
21 71.1 15 50.8 117
18 61.0 109
24 81.3 21 71.1 102
27 91.5 24 81.3 95
27 91.5 88
30 101.6 ...-t--+-t-+--+-t-+--+--+~ 30 101.6 80
60 80 100 120 140 160
MAPOUTPUTFREOUENCV(Hz)
A12836-A
MLP
APPENDIX: EEC-IV 'Graphs and Charts and
PFE
TRANSMISSIoN
POSITION MLP SENSOR DATA * Voltage values calculated
for VREF=5.0v (These
values may vary 15% due
to sensor and VREF
P I variations) J
PRESSURE/VACUUM
10
5 PSI In. Hg kPa VOLTAGE *
o 1.82 12.5 4.75
1.36 9.42 4.38
5 0.91 6.25 4.0
10 0.46 3.17 3.63
o 0 0 3.25
15 5 -17 1.22
20 7.4 25 0.25
25........~--+-- ....--+--""'--+-""'--+----t CAUTION: To avoid possible sensor damage
do not exceed pressure/vacuum
Ov 1v 2v 3V' 4v 5v range shown when testing.
TOT
APPENDIX: EEC-IV Graphs and Charts and
TP
Throttle Angle
DEGREES TP SENSOR DATA * Voltage values calculated
for VREF=5.0v (These
values may vary 15% due
to sensor and VREF
variations)
VAF
APPENDIX: EEC-IV Graphs and Charts and
VAT
Ov 1v 2v 3v 4v 5v
Diesel Diagnosis~
6.6L and 7.8L Ford Diesel Engines
Contents
Preliminary Check~ut : 19-1
_I Preliminary Checkout
This Section covers Adjustments, Diagnosis, and Test procedures for the 6.6L and 7.8L Ford
Diesel engines. The areas included are the low-pressure fuel system, high-pressure (fuel
injection) fuel system, air induction system, turbocharger, lubrication and' cooling systems.
Before Starting
Efficient diagnosis must take place in an organized manner. with a plan or procedure which
starts with the obvious and goes on to the more difficult. E1i!llinate all the obvious and easy-
to-do items first. Do not start by jumping to conclusions. The job worked on last week might
have been caused by an entirely different problem than the one today.
The following list is a set of basic questions. Get the answers to these in order to learn what
the true complaint is, and what the basic problem is.
Operating Conditions:
1. Did the problem occur suddenly or over a long period of time?
6. What type of road grade was the vehicle on when the trouble was first noticed?
__p_r_e_li_m_i_D_a_ry_C_h_e_c_k_o_u_t 1.
Maintenance History:
1. Has the engine been serviced recently? What was done?
2. Has this complaint occurred before? If so, what was done then?
8. What type service designation (SG/CE), and what grade oil is used?
9. How many miles or hours has the engine operated since the last service?
Observed Information:
1. Is the engine clean or dirty?
5. Are there any make-shift repairs on the engine (loose parts, wired-on parts, etc.)?
11. Are oil level, coolant level and fuel level satisfactory? (If the problem concerns bearings,
notice the condition of the oiL)
12. During disassembly, does the engine have unusual odors, carbon accumulations, dirt 9r
other conditions under the rocker cover?
Test Equipment
The following test equipment (Figures 1 through 4) is required for adjusting idle speed and
timing.
TOOL T87T-6379.A
a-RING
A12723A
A9278-C
TOOL T87T9000-B
OFFSET
ANGLE
CONTROL
BATTERY
CONNECT
CLAMPS
MAGNETIC
\ \o4-_ _ PICK-UP
PROBE
078-00123
A950700C
A8277-8
Figure 2 Dynamic Timing Meter, Rotunda Figure 4 Timing Lock Pin - Injector Pump
078-00200 T87T-9000-B
Test Equipment
The following test equipment (Figure 5) is required for performing the Engine Performance
Diagnostic procedure.
A9281-8
Test Equipment
The following test eq':Jipment (Figure 7) is required for injection nozzle testing and cleaning.
A8557-8
Engine Horsepower 165 170 185 185 210 215 215 240 270
Engine Certification (States) 50 50 50 50 50 50 50 50 50
(BHP @ 2400 rpm) 185 185 210 215 240 270
Engine Rating (BHP @ 2600 rpm)
(BHP @ 2000 rpm) 165 170 215
Minimum Allowable
PSI 2870 3390 2870 3390
Opening Pressure (Used-Service Check)
Injection Pump Static Timing - BTDC 14 10 14 14 10 11 10 11 12
@ 2400 rpm
Air Filter Restriction @ rated rpm, no load @ 2600 rpm
(Max) 10 in H20 (2.5 kPa)
Lift Pump Suction @ rated rpm, no load (Max) 10 in H20 (2.5 kPa)
ROCKER
ARM
SHAFT
~ UNFILTERED OIL
OIL FILTER --. FILTERED OIL
(SECONDARY)
OIL GALLERY
I
I
I I I GEAR
I
I
I
I
I
I
I '
I::=::=::::
TIMING
CEAR
L L==-=-__-,-,
I
I
L_
ROO-GRANK
BEARINGS
I I
--------, I
"---_-~I I
I I
I I
I I
I I
I I
I I
OIL COOLER
I IL... ,
I ------ I I
IL-----,'
----...., I'
I
I I,I I
OIL PUMP
I I II I
I III I ,.-----1
I 1111 I r------------- J
I II I I I I
PRESSURE LINE
- - - - - SPLASH OR EXHAUST
OIL PAN
OIL PICKUP
A9928-B
1. Clean crankshaft vibration damper and apply reflective tape at point shown in Figure 10.
NOTE: If dynamic timing meter is being used to check engine -rpm, application of
reflective tape on vibration damper is not necessary. Refer to Dynamic Timing
for instructions on meter hookup.
APPLY REFLECTIVE
TAPE HERE A9929-C
3. Bring engine to normal operating temperature: The 'engine must have been running at
least 10 minutes prior to any adjustment.
4. Low idle speed is measured with manual transmission in' NEUTRAL and automatic
transmission in PARK.
5. Ensure that the throttle lever is against the low idle stop. If .oot, adjust linkage. Refer. to
Shop Manual, Section '25-60.
6. Check idle speed using Rotunda Photoelectric Tachometer 055-00108 or equivalent. Low
idle speed is specified on the Vehicle Emission Control Information (VECI) decal. Turn
adjusting screw (Figure 11) counterclockwise to increase speed, clockwise to decrease
speed.
A92S5-C
8. High idle speed is measured with manual transmission in NEUTRAL and automatic
transmission in PARK or NEUTRAL.
9. Ensure that the throttle lever is against the high idle stop when the accelerator pedal is
fully depressed. If not, adjust the linkage. Refer to Shop Manual, Section 25-60.
10. Check high idle speed using Rotunda Photoelectric Tachometer 055-00108 or equivalent.
11. If high idle speed is not correct, determine the problem. If the high idle is too low, go to
the Engine Performance Diagnosis procedure. If the engine is overspeeding, the fuel
injection pump should be sent to an authorized service center for inspection and
diagnosis.
i CAUTION!
High idle speed is not to be adjusted. Breaking the seal on the high idle stop screw
will void the warranty.
I Dynamic Timing
Engine timing is verified by using the timing bracket. (Figure 1'2) located beside the crankshaft
damper. The timing bracket contains holes for checking dynamic timing and static timing.
Positioning of the bracket is very important because if it is loosened. or moved, timing will not
be correct. The bracket is accurately positioned and chisel marked to the front cover during
engine production. These chisel marks must always be aligned. Never loosen or remove the
timing bracket.
) .~
DAMPER ALIGNING
PIN
T87T-6379A A12676-A
Dynamic timing is used as a quick check of timing. Do not, under any circumstances, change
or set engine timing based only on dynamic timing readings. Timing is to be verified and reset
only with the Timing Lock Pins T87T-9000-8 and T87T-6379-A or equivalent using the static
timing method. ..
Dynamic Timing
1. With engine stopped, install Rotunda Dynamic Timing Meter 078-00200 or equivalent. Place
the magnetic pickup into the timing bracket pointer hole (Figure 13). Attach the connector
from the pickup to the. meter lead.
NOTE: To prevent incorrect readings, make sure that the vibration damper grooves
are clean and free of debris and rust. The pickup groove in the damper must
not be plugged, or readings will be inaccurate.
INJECTION
NOZZLE
NUT
A8217-8
Dynamic Timing
The transducer should be dry; wet conditions will give erratic readings. If erratic readings
are observed, remove transducer, wipe line and transducer with a clean, dry cloth. Spray
the transducer and line with "a water-displacing material, and clamp on the injector line.
3. Connect the timing meter to the battery and adjust the offset angle on the meter to zero
degree~.
i CAUTION!
Be sure that all wire leads are located away from the front accessory drive belts and
cooling fan.
. 4. With the transmission in NEUTRAL or PARK and the parking brake set, start the engine.
Set the engine speed at 1000 rpm with no load, and observe the timing meter.
5. Check the Engine Performance Specifications for the correct timing specification for the
engine being serviced and compare with observed reading.
6. Turn the engine' off and remove the dynamic timing components.
7. If timing is off more than 2 degrees and there are indications of incorrect timing, such as
poor performance 'or smoke, check the static timing using the lock pins. If the engine is
performing normally and there is no evidence of excessive smoke or poor performance,
check all meter connections and, if necessary, have meter calibration verified.
Static Timing
(ALTERNATE
LOCATIONS)
II \I1~- STATICTIMING
PIN HOLE
A12677B
Figure 15 Fitting Timing Pin Into Crankshaft Figure 16 Tach Sensor or Plug Location
Damper .
NOTE: The proper timing angle on the compression stroke of No. 1 cylinder is indicated
by removing No. 1 Injector and feeling for compression while turning the engine
In the direction of rotation. When compression is felt, continue turning the
engine until the alignment pin drops Into the appropriate groove in the
crankshaft damper cover. This indicates that the engine crankshaft is at the
correct static timing angle with No. 1 piston on the compression stroke. Always
approach the lock pin groove while turning the engine clockwise to ensure that
gear backlash will not affect timing.
NOTE: When unable to access front damper mounting bolt to rotate engine, remove
plug or tach sensor at top of flywheel housing to rotate flywheel ring gear with
large screwdriver (Figure 16).
i CAUTION!
Do not, under any circumstances, loosen or remove the timing bracket.
Static Timing
2. Remove the plug from the injector pump adapter plate timing pin location and install
timing lock pin into the adapter plate (Figure 17).
3. It is important that the lock pin seats fully in the slot in the injection pump hub (to within
3mm (1/8-inch) of the shoulder of the lock pin) to shoulder of eccentric pin lock screw.
This verifies proper engine timing. If the lock pin is not fully seated the timing will be
incorrect.
i CAUTION I
Do not turn crankshaft with timing lock pins in place.
Figure 17 Lock Pin in Adapter Plate Figure 18 Injection Pump Gear Hub Adjusting
Installation Screws
NOTE: To properly adjust timing, be sure the damper timing pin is installed in the
proper location with the No. 1 piston on the compression stroke.
4. To adjust timing, loosen the four adjusting screws on the injection pump gear hub (Figure
18). Rotate the pump shaft until the pump timing lock pin can be pushed into position
and fully seated. .
5. Turn gear counterclockwise by hand to remove backlash (it will move slightly). Tighten the
four adjusting screws to 7 N-m (5 Ib-ft). Remove the lock pins and tighten the adjusting
screws to 22-34 N-m (16-25 Ib-ft). Replace plug and sealing washer in adapter plate
timing pin hole. Tighten to 9-12 N- m (7-9 Ib-ft).
6. Rotate engine counterclockwise 90 degrees and then clockwise to the point where timing
lock pin can be inserted in crankshaft damper. Insert timing lock pins into crankshaft
damper and into fuel injection pump hub. If pin seats in injection pump gear hub, timing is
correct. If ~t does not seat, repeat timing procedure.
Injection Pump Removed From Engine - Timing Bracket Removed or loosened
1. Align timing bra'cket chisel mark with chisel mark on engine front cover. Tighten the timing
bracket screw to 9-12 N-m (7-9 Ib-ft).
NOTE: If a new timing bracket is being installed, it is necessary to accurately position
the timing bracket with the damper timing groove. This requires a special
procedure found in Shop Manual, Section 22-12.
Static Timing
2. Lock the fuel injection pump at port closure by inserting the lock pin into the fuel injection
pump adapter housing so that it locks into the slot in the injection pump hub.
3. Set the engine, with No. 1 cylinder on the compression stroke, at static timing angle using
the timing bracket and lock pin. Rotate the engine at least 20 degrees counterclockwise,
then clockwise until the lock pin in the timing bracket engages the correct groove in the
damper cover.
5. Install the injection pump on the engine and align the adapter bolt holes to holes on
engine. Install pump bolts and tighten to 27-34 Nom (20-25 Ib-ft).
6. Rotate the pump gear counterclockwise to remove the pump gear backlash. Tighten the
four adjusting screws on the hub to 7 Nom (5 Ib-ft). Remove the timing lock pin from the
pump. Tighten the four adjusting screws to 22-34 Nom (16-25 Ib-ft). Install the lock pin
.hole plug to 9-12 Nom (7-9 Ib-ft).
Perform Steps 2 through 7 of Static Timing: Injection Pump Off Engine - Timing Bracket
Removed or Loosened.
Figure 19 shows the two sides of the fuel system. In the low-pressure side, fuel pressure
does not normally rise above 206 kPa (30 psi). In the high-pressure side, fuel pressure can be
over 68,950 kPa (10,000 psi).
In the low-pressure side, fuel is supplied to the injection pump by the lift pump. Fuel flows
from the fuel tank to the fuel box, to the lift pump, through the dual filters to the injection
pump.
In the high-pressure side, the injection pump plungers raise the pressure to over 68,950 kPa
(10,000 psi) and distributes fuel to the injector nozzles by way of the high-pressure fuel lines.
Approximately 40% of the fuel reaching the fuel injection pump and injectors is used for
combustion. The remaining fuel cools and lubricates the fuel injection pump and injectors and
returns to the fuel tank through a fuel return line.
, FUEL INJECTORS
FUEL INJECTION
FUEL SHUTOFF INJECTION PUMP ,'A'TYPE
SOLENOID PUMP PUMP
__s_y_m_p_t_o_m_A_D_a_l_ys_i_S I-
Consult the Symptom Analysis Pinpoint Diagnosis procedures first. These will direct you to a
service to be performed or they will direct you to the Engine Performance Diagnosis
procedure.
If the problem is low power and/or increased fuel consumption, go directly to the Engine
Performance Diagnosis procedure.
The following is a description of what is "normal" and expected exhaust smoke for a vehicle
with a diesel engine. Diesel exhaust smoke can vary in color and consistency. The following
chart should help in determining what causes certain types and colors of exhaust smoke and
what should be done. Normal diesel exhaust smoke can be classified into two categories
according to the color of the smoke.
The first category is blue-white smoke. Blue-white smoke may be observed at all ambient
temperatures but should not occur after the vehicle is warmed and being driven. Blue-white
smoke may occur after engine warm-up during extended idling due to the combustion
chambers cooling down.
NOTE: Chassis fuel system air leaks also may cause continuous heavy blue-white
smoke. Service fuel system as required.
The second category of diesel exhaust smoke is black smoke. Black smoke is caused by an
overrich mixture, and normally occurs whenever the engine is working hard. The engine works
hard when it is going up a steep grade, carrying a heavy load, or during heavy acceleration.
More black smoke will be observed when operating the vehicle at higher altitudes because the
air is thinner. If black smoke is observed while the engine is idling (at low altitude) or under
normal driving conditions, the problem should be diagnosed as soon as possible.
There is a third category of diesel exhaust smoke which is not normal; blue smoke. Blue
smoke occurs when oil is entering the combustion chamber and is burning along with the fuel.
Smoke of this color usually indicates a definite problem which should be corrected as soon as
possible.
Symptom Analysis
Pinpoint
IHard Starting/No Start Test
A-
fh ~ GO to IA11.
I WARNING I ..
NOTE: REVIEW
proper cold-starting
procedure with
customer, if
necessary.
Pinpoint
IEngine Surges Test
B
CO I ISOLATE MISS
Loosen each injector nozzle line nut (one at a Miss not ~ GO to Engine
time) while engine is running. Refer to On-Vehicle isolated to Performance Diagnosis
Injector Nozzle T~sting. specific cylinder .procedure.
r$J ~ GO to IC31.
Verify under what conditions black smoke occurs. Light load or ~ GO to [QI].
low altitude
NOTE: Excessive black smoke. may be NOTE: For warranty
accompanied by poor performance or low claim approval,
power. Engine Performance
Chart must be filled
NOTE: Refer to Symptom Analysis. out.
Pinpoint
IExcessive Black Smoke Test
D
00 ..
.-.
f
'0
0 ~ GO to~.
E1 I THERMOSTAT OPERATION
0 ~ REPLACE
thermostat(s).. REFER
to Shop Manual,
Section 22-12. REPEAT
Step IEOI.
0 ~ When obstruction is
removed, RUN engine
for 30 minutes to burn
off accumulated oil in
exhaust system.
Pinpoint
Engine Cannot. Reach Governed RPM F
Test
FO I VEHICLE OVERLOADED
F1 I THROTILE LINKAGE
"
Pinpoint
IEngine Knocks Test
G
GO I VEHICLE OVERLOADED
~ ~ SERVICE or REPLACE
components as
necessary. REFER to
specific accessory
Shop Manual Section.
~ ~ GO to Pinpoint Test Q.
Loosen each injector nozzle line nut (one at a Engine knock ~ GO to Engine
time) while running engine. not isolated to Performance Diagnosis
I WARNING I specific cylinder procedure.
~ ~ SERVICE or REPLACE
restricted or damaged
line(s). REFER to Shop
Manual, Section 25-06
or REPLACE nozzle(s)
as outlined under On
Bench Injector Nozzle
Testing.
~
a. Duct between air cleaner and compressor inlet
~ REMOVE obstruction or
b. Duct between the compressor outlet and intake REPLACE damaged
manifold parts. REFER to Shop
Manual, Section 22-12.
c. Intake manifold
~
a. Duct between the air cleaner and compressor
inlet ~ REPLACE seals or
. tighten fasteners.
b. Duct between the compressor outlet and intake REFER to Shop.
manifold Manual, Section 22-12.
c. Intake manifold to engine connection
d. Air cleaner housing and element
~ ~ SERVICE or REPLACE
exhaust system
components. REFER to
Shop Manual, Section
26-01.
Pinpoint
ITurbocharger Noisy Test
H
H4 I COMPRESSOR WHEEL
H5 ITURBOCHAR~ER
~ ~ REPLACE turbocharger.
REFER to Shop
Manual, Section 25-45.
J1 I COMPRESSOR WHEEL
.
~
~ ~ REPLACE exhaust
manifold-to-engine
gasket(s). REFER to
Shop Manual, Section
22-12.
~ ~ REPLACE exhaust
manifold-to-turbocharger
gasket. REFER to
Shop Manual, Section
22-12.
~ ~ SERVICE or REPLACE
oil drain line. REFER
to Shop Manual,
Section 25-45.
~ ~ SERVICE or REPLACE
crankcase vent tube.
REFER to Shop
Manual, Section 22-12.
K7 I EXCESSIVE BLOW-BY
~ ~ SERVICE engine as
required. REFER to
Shop Manual, Section
22-12.
~ ~ SERVICE engine as
required. REFER to
Shop Manual, Section
22-12.
K9 I COMPRESSOR WHEEL
K10 I TURBOCHARGER
Check turbocharger for damage. Perform failure @) ~ CHECK for oil leakage
from other sources.
analysis: Refer to Shop Manual, Section 25-45.
~ ~ REPLACE turbocharger.
REFER to Shop
Manual, Section 25-45.
Change engine oil and filter. Use engine oil that RETURN vehicle to
meets API specification: SGICE (recommended), customer.
SF ICE or CEo Determine viscosity. according to
ambient temperature. GO to IL21.
C F
... 38 ... 100 4 ~_..J >
... 5 ... 40
o ... 32
-7 ... 20
- 29 - 20 - -sAE 5W30
OUTSIDE
TEMPERATURE
A11604B
Pinpoint
Excessive Oil Consumption M
Test
MO I LEAK CHECK
~
Performance Diagnosis Test Step EPC.11 B.
~ SERVICE or REPLACE
air inlet system
components. "REFER to
- Shop Manual, Section
22-12.
M2 I VERIFY PROBLEM
Change the oil. Use oil that meets API Oil consumption ~ RETURN vehicle to
specification: SG/CE (recommended), SFICE or less than 0.95L customer. Oil
CEo Determine viscosity according to ambient (1 quart) per consumption is normal.
temperature as shown on chart in Pinpoint Test 483 km (300
Step L 1. miles)
Determine oil consumption rate and trend at: 1610
km (1000 miles/50 hours) or 8047 km (5000 Oil consumption ~ GO to IM31.
miles/250 hours). more than 9.5L
Record amount of make-up oil added during test (1 quart) per
period. 483 km (300
miles)
Check for improper operation (i.e., allowing engine Truck being ~ GO to'1 Msi.
to lug in incorrect gear range) resulting in oil driven correctly
consumption.
Engine being ~ INFORM customer to
lugged REV~EW operator
habits to be sure
engine is not being
lugged.
Pinpoint
Excessive Oil Consumption M
Test
M9 I CHECK COMPRESSION
. 0 ~ SERVICE engine as
necessary. REFER to
."
Shop Manual, Section
22-12.
Pinpoint
Fuel Dilution in Lubricating Oil N
Test
. . "'
..
.'
PO I VERIFY CONDITION
Ambient ~ GO to~.
temperature
below 43C
(100F)
P1 I VERIFY OPERATION
~ ~ INFORM customer to
REVIEW operator
driving habits.
P2 I CHECK ACCESSORIES
P3 I CHECK ENGINE
~ ~ CLEAN engine.
SERVICE engine
coolant and/or oil
leaks as necessary.
~)~
Check that correct hoses are installed and are
properly c,lamped. SERVICE or REPLACE
components as
Check that radiator is correct for vehicle and is necessary. REFER to
clean and unobstructed by bent fins, pinched Shop Manual, Group
tubes or foreign objects. 27. ,.
Check that correct fan is properly installed. . '
P7 I CHECK THERMOSTATS
I CHECK
TEST STEP RESULT . ACTION TO TAKE
.
CONTAMINATION
No RETURN vehicle to
contamination customer.
present
Contamination
present
. CLEAN cooling system.
REFER to Shop
Manual, Section 22-12.
Pinpoint ..Q
Fuel Injection Pump Overheating
Test
Verify that "fuel flows freely from overflow valve. ) ~" PERFORM Engine
Performance Diagnosis
Test Step IEPC.8E I.
'.
~
r
. .. :
. .
The Engine Performance Diagnosis procedure begins with those items which are the high
frequency, easy-to-diagnose problems, and progresses to the low frequency, hard-to-diagnose
problems. Use of this procedure will promote rapid, as well as accurate diagnosis.
The Engine Performance Diagnosis procedure follows, step-by-step, the Engine Performance
Chart. Each test step is labeled to coincide with the Engine Performance Chart steps.
NOTE: Under no circumstances should the fuel injection pump, fuel injectors or
turbocharg~r be replaced until the Engine Performance Chart has been
completely filled out. Warranty claims for the fuel injection pump, fuel injectors
and turbocharger will not be accepted unless the Engine Performance Chart has
been filled out as specified and all tamper-proof seals are intact.
Service each problem detected before going on the next step. If service corrects the original
complaint, it will not be necessary to proceed to the next test step. However, if the complaint
is not corrected, continue with the procedure until the complaint is corrected.
The following explanations refer to the basic test steps of the Engine Performance Diagnosis
procedure and Chart. They give a brief description of the effect on performance these
problems can create, giving an understanding of the importance of each test step.
1. External leakage: Fuel leakage can be a reason for diesel fuel smell, poor fuel economy
or poor performance. Oil leakage can be a reason for high oil consumption. An air intake
system leak can shorten engine and turbocharger life, especially under dusty conditions.
Coolant leakage can result in engine overheating. Exhaust gas or boost air leakage can
cause poor engine performance and black smoke.
2. Exhaust System Condition: Kinks or dents in the exhaust system can cause high
exhaust back pressure. This can result in loss of power and high smoke levels. If an
aftermarket exhaust brake is installed ensure:
Maximum exhaust pressure does not exceed 310 kPa (45 psi) @ 2860 rpm.
Exhaust brake assembly is mounted a minimum of 1.7m (5.5 ft) downstream from
turbocharger.
4. Fuel System Condition: Kinks in the fuel lines or hoses can block or restrict fuel flow
and loose connections can leak air into the fuel. This can result in loss of power, high
smoke levels and failure to start.
5. Fuel Quality: Diesel engines need clean fuel, free of air, dirt, water and microbiological
organisms. Any contamination may result in poor engine performance.
NOTE: If the fuel is contaminated with water, microbiological organisms are able to
grow in a diesel fuel tank, especially in warm, moist climates. Therefore, it is
very important to keep water from getting into the fuel.
The diesel fuel recommended for use in the 6.6L and 7.8L Ford Diesel engines must be
either grade 1-0 or 2-D. Use No. 2-D fuel when ambient temperatures are above - 7C
(20F). Use No. 1-0 when ambient temperatures are below' - 7C (20F). If No. 1-0 is not
available, use winterized 2-D. Use of regular No. 2-D during. cold weather may cause
starting and/or driveability problems due to reduced fuel flow caused by fuel waxing.
The use of high sulfur fuel should be avoided. When fuel sulfur content exceeds 0.5
percent by weight, oil change intervals should be shortened. Consult the maintenance
schedule for the requJred intervals.
6. Engine Idle Speed: Low engine idle speed may cause stalling or "rough running.
7. Air Cleaner Restriction: A dirty air filter or restriction in the air cleaner may result in low
power, excessive smoke, poor fuel economy and oil leakage from the turbocharger.
8. Fuel System Pressure and Capacity: The fuel supply system must deliver the proper
quantitY of fuel with no pressure loss or air leaks in the chassis fuel system and then
return unused fuel to the fuel tank. Restriction in the lines providing fuel to the fuel
injection pl;Jmp will result i~ low' power, smoke problems and generally poor performance.
Restrictions in the lines returning fuel to the fuel tank may cause problems of injection
pump <;>Verheating, smoke problems and generally poor performance.
9. Injection Timing: Incorrect timing can be responsible for poor fuel economy, rough idling,
hard starting and excessive smoke. Injection timing can be checked either statically or
dynamically but can only be set statically.
10. The injector nozzles must be removed from the engine for testing. This is a functional test
of injector nozzle performance which checks opening pressure, spray pattern and leakage.
. "
11. Compression and Crankcase Pressure: These tests examine the condition of internal
components of the engine. Low compression indicates leakage past the piston rings or
valves. Crankcase pressure measures the amount of blow-by past the rings. Excessive
blow-by past the rings creates high pressure in the crankcase. The crankcase pressure
test will also indicate a clogged crankcase ventilation system. Compression testing,
crankcase pressure readings and rate of oil consumption should be used to evaluate
engine mechanical condition.
12. Turbocharger: These tests and checks examine the condition of the turbocharger to
determine if it is affecting engine performance. Problems which can be caused by a
turbocharger include low power,excessive exhaust smoke, excessive engine oil
consumption, noise and oil leaks. Most turbocharger checks are performed with the engine
off. Boost pressure, although .not inclUded in the Engine Performance Section, can be
checked, but it requires a dynomometer since ~ full load condition must be simulated.
Specifications for turbocharger boost are given in the Engine Performance Specifications
Section and an adapter is available with the pressure test kit for checking boost pressure.
( OIL PRESSURE I
~
ADAPTER
11950
-'~~=REI
TESTIG
LrSERIES 240 HP SHOWN
SENDING UNIT
I
F-lrSERIES
240 HPSHOWN
PLASTIC
LINE
ADAPTER
11996
AIR TO AIR,INTEACOOLED
~
RESTRIC1lON
INDICATOR TAP ~ft~,
CAUTION:
DO NOT CONNEcr BOTH POR1'S OF
THE MAONEHEUCGAUOE AT ONCE.
WHEN TAKING A READING (VACUUM OR
PRESSURE), LEAVE THE arHER PORT OPEN DIPSTICK
TO THE ATMOSPHERE. ALWAYS PURGE AIR TUBE NON-INTERCOOLED
BEFORE MAKING ANY FUEL LINE HOOKUP. ...PRES8URE-===.;,;TEST~.;.;;KIT;.;..:.:HOOK==U~P ,, ~ A12678-B
NOTE: Adapter Kits 01400733 and 01400742 may be used with any previously released
pressure Test Kit (Gauge Bar).
Diagnostic tests that can be accomplished with the gauge bar along with hookup instructions
are listed here:
Filter Inlet Pressure: Filter inlet pressure is measured by disconnecting the fuel line between
the lift pump and the fuel filter inlet. In its place, a plastic line (11995) from the pressure test
kit is installed. This line is equipped with aT-connection so that a pressure tap to the gauge
bar can be made. Attach a line from the T-connection to the 0-1103 kPa (0-160 psi) gauge.
Filter Outlet Pressure: Filter outlet pressure is measured by disconnecting the fuel line
between the fuel filter outlet and the inlet to the fuel injection pump. In its place, a plastic line
(11996), from the pressure test kit is installed. This line is equipped with aT-connection so
that a pressure tap to the gauge bar can be made. Attach a line from the T-connection to the
0-206 kPa (0-30 psi) gauge.
Connect both the Filter Inlet and Filter Outlet Pressure adapters at the same time to check
the following:
Air Leaks in the Fuel System (look for air bubbles in the plastic fuel lines)
Lift Pump Inlet Suction: To measure lift pump inlet suction, the coupling for the fuel line
going into the fuel box from the fuel tank must be disconnected. At this point an adapter is
screwed into the fuel box coupling and the fuel line coupling is screwed into the adapter. The
adapter is equipped with a pressure tap which must be connected to 1-30 in Hg/0-15 psi
gauge.
Fuel Return Line Pressure: To measure fuel return line pressure, the coupling for the fuel
line going out of the box to the fuel tank must be disconnected. At this point, adapter 12094
is screwed into the fuel box. The adapter is equipped with a pressure tap which must be
connected to the 0-1 bar (0-103 kPa or 0-15 psi) gauge.
011 Pressure: Oil pressure is checked by tapping into a flexible line between the oil filter
support and oil pressure sender switch. Use adapter 11950 to attach to either a coupling in
the line or at the oil pressure sender switch at the dash panel.
Air Filter Restriction: Air filter restriction is checked at the same port where the restriction
indicator is located. To check ajr fjlter restriction, remove the restriction indicator and install
the adapter (5650) from the pressure test kit in its place. Connect the adapter to the vacuum
side of the magnehelic gauge.
Crankcase Pressure: Crankcase pressure is measured from the 'dipstick tube. To make this
check, remove the dipstick and install the adapter (014-00742) from the pressure side of the
magnehelic gauge.
i CAUTION 1
Do not connect both parts of the magnehelic gauge at once. When taking a reading
(vacuum/pressure) leave the other port open to the atmosphere.
Turbo Boost Pressure: Turbo boost pressure' is measured from a tap on the crossover tube
or inlet manifold. Remove the tap and install the adapter (5643) from the pressure test kit.
Connect the adapter to the 0-206 kPa (0-30 psi) gauge.
NOTE: Turbo boost pressure is checked only on a dynomometer or where full load
conditions can be simulated.
The gauge bar is equipped' with a pressure pump. This pump can be used to pressurize fuel
lines to help locate air leaks. Once an air leak is verified by seeing air' bubbles in the fuel
going to the injection pump, the exact location can be determined using the pressure pump
and the following procedure:
2. Install the pump into the system in front of the suspected air leak.
3. Pressurize the system to a maximum of 104 kPa (15 psi) and maintain pressure.
,4. Wipe the fuel Jines and connections with a _soap and water solution.
Checking fuel is very important in diagnosis. Contaminants in the fuel, like water and
microbiological organisms, are easy to see when a fuel sample is placed in a clear container.
Diesel fuel should be clear, with an amber t'int (actual color may vary). Water or particulates
floating in the fuel are indicators of contaminated fuel. D,iesel fuel must have a cetane rating
of at least 40.
Pinpoint
Engine Performance Diagnosis EPC
'Test
0 ~ SERVICE or REPLACE
exhaust system
components as
required. REFER to
Shop Manual, Section
26-01. GO to IEPC.31 .
Inspect fuel supply and return lines and hoses for @) ~ GO to IEPC.5A I.
kinks, and all connections for tightness.
NOTE: If problem is "not starting", perform
EPC.5A and EPC.5B.
0 ~ SERVICE or REPLACE
loose or damaged
component(s). If
performance problems
still exist, GO to
IEPc.5AI.
Pinpoint
Engine Performance Diagnosis EPC
Test
@) .
fh .
Obtain a fuel sample and visually examine fuel in GO to IEPC.61.
a clear container (including bottom of container),
for particles, clouding, or liquid contamination, REPLACE engine and
such as water. chassis fuel filters.
CLEAN and/or
"
SERVICE fuel system.
REFER to Shop
Manual, Section 25-06.
GO to IEPC.61 .
.@) .
fh .
Check engine speed as outlined under GO to IEPc.71.
Adjustments.
Bring engine up to normal operating temperature. ADJUST idle speed as
outlined in this Section.
Idle speed is measured with manual transmission GO to IEPC.71.
in NEUTRAL and automatic transmission in PARK.
Idle speed is shown on Vehicle Emission Control
Information decal (VECI).
fh .
IEPc.8AI.
Run engine at rated rpm, no load.
. .
Record restriction reading. REPLACE filter element
and CHECK intake
Restriction should not exceed 2.5 kPa system for blockage.
(10 in of H2O). REPEAT IEPC.71. If
restriction indicator is
not functioning .
correctly, REPLACE it.
Pinpoint
Engine Performance Diagnosis EPC
Test
Pinpoint
Engine Performance Diagnosis EPC
Test
I
EPC.8E CHECK LIFT PUMP
I
EPC.SF CHECK LIFT PUMP VOLUME
I
EPC.8G CHECK FUEL RETURN PRESSURE
Disconnect fuel return line at fuel box. Install Fuel return ~ GO to IEPC.91.
adapter 11950 and Rotunda Pressure Test Kit . pressure OK,
014-00762 or equivalent. Refer to Figure 20. EPC.8A OK
"
Run engine at rated rpm with no load,
transmission in PARK or NEUTRAL. Fuel return ~ SERVICE or REPLACE
pressure OK, injection pump overflow
Record pressure reading. 'but fuel filter valve. REFER to Shop
outlet pressure Manual, Section 25-06.
Pressure should not exceed 41 kPa in EPC.8A high REPEAT IEPC.8A I.
(6 psi) at rated rpm. ,"
Pinpoint
Engine Performance Diagnosis EPC
Test
~ ~ SERVICE engine as
necessary. REFER to
Shop Manual, Section
22-12.
~
transmission in PARK or NEUTRAL.
~ Problem is internal to
Record pressure reading. engine. REFER to
Shop Manual, Section
Pressure should be a maximum of 0.7 kPa 22-12.
(3 in H20) at rated rpm.
Pinpoint
Engine Performance Diagnosis EPC
Test
@)
Check for oil deP9sits in intake manifold and
compressor housing.
NOTE: Slight amount of seepage is normal after
extended periods of idling.
0 .
~ GO to IEPc.12EI.
CHECK for intake
restriction. GO to
IEPc.71. If intake
restriction is OK, GO
to IEPC.12GI.
Pinpoint
Engine Performance Diagnosis EPC
Test
Check for oil leaks at oil supply and drain pipe @) ~ GO to IEPC.12F I.
flanges.
Check oil drain pipe for clogging. ~ ~ SERVICE or REPLACE
oil drain pipe.
TIGHTEN attaching
bolts to specification.
REPLACE gaskets as
necessary. REFER to
Shop Manual, Section
25-45.
~ ~ REPLACE turbocharger.
REFER to Shop
Manual, Section 25-45.
Where ideal conditions of good combustion, specified engine temperature control, and clean
quality fuel prevail, nozzles require little attention. Nozzle trouble is usually indicated by one or
more of the following symptoms:
Exhaust smoke (black)
Low power
Missing under load
Rough warm idle
Excessive fuel consumption
Engine will not rev up
Combustion knock
Overheating
On Vehicle Testing
When faulty nozzle operation is suspected on an engine that is misfiring or puffing black
smoke, a simple test can be made. to determine the problem nozzle(s).
1. Run the engine at the rpm w~ich makes the problem most pronounced.
2. Momentarily loosen the high-pressure fuel inlet line connection on one nozzle assembly.
Listen to see if it has an effect on the engine and look to s~e if the smoke level
changes. Then tighten the connection to spe~ification. -
I WARt:lING ~
BE EXTREMELY CAREFUL TO PREVENT BEING STRUCK BY DIESEL FUEL UNDER
PRESSURE. DIESEL FUEL AT INJECTION PRESSURE CAN EASILY PIERCE THE SKIN,
POSSIBLY CAUSING SEVERE INJURY FROM BLOOD POISONING. 'IF STRUCK BY
PRESSURIZED DIESEL FUEL, SEEK MEDICAL HELP IMMEDIATELY.
3. Check each nozzle in the same manner.
, . .
4. If one nozzle is found where loosening makes no 9ifference in performance or it causes
the smoke level to change, that nozzle should be bench tested.
On ~ench Testing .
After removing the nozzle(s) from the engine, the injector nozzle pressure test should be
performed. This test will provide valuable information regarding the condition of the nozzle(s).
A clean workbench, clean washing fluid containers. clean tools and clean hands are essential
to produce satisfactory results. Injector nozzles which are not functioning properly, have
improper opening pressure, leak down, or spray patterns, should be replaced. Replacement
injectors should be tested before assembly t~ engine.
Figure 22 shows the Rotunda Injector Nozzle Tester 014-00300, used for pressure testing the
injector nozzles. Use the following procedure for testing the injector nozzles.
A8942-8
I WARNING I
ALWAYS WEAR APPROVED SAFETY GLASSES WHEN OPERATING THE TESTER.
VOLATILE LIQUIDS CAN BE EXTREMELY FLAMMABLE WHEN VAPORIZED. AVOID
ANY CONDITIONS (SPARKS, OPEN FLAMES, LIT CIGARETTES, ETC.) WHICH MIGHT
IGNITE THE FLUID USED DURING THE TEST PROCEDURE. ENSURE THAT THE
INJECTOR IS MOUNTED ON THE TESTER SO THAT THE SPRAY IS DIRECTED AWAY
FROM THE OPERATOR AND ANY OTHER PERSONS. THE ONLY LIQUID APPROVED
FOR USE IN THIS TESTER IS SAE CALIBRATION NO. 208629 OR EQUIVALENT
CALIBRATION FLUID (SAE J967D OR ISO 4113).
WHEN A NOZZLE. IS BEING TESTED OR IS IN OPERATION, KEEP HANDS AND
OTHER PARTS OF THE BODY AWAY FROM THE SPRAYING NOZZLE. THE LIQUID
SPRAY LEAVES THE NOZZLE TIP WITH SUFFICIENT FORCE TO PENETRATE THE
SKIN AND CAUSE SERIOUS INJURY. THE NOZZLE TIP SHOULD BE ENCLOSED IN A
TRANSPARENT RECEPTACLE IF AVAILABLE.
4. Bleed air from the nozzle.' Open the tester valve and operate tester handle for 8 to 10.
.. quick strokes to expel (bleed) air from the injector nozzle. Test fluid should spray from the
spray holes in the nozzle tip. If the nozzle is blocked or the needle jammed, replace the
injector. Replacement injectors should be. tested befo.re assembly to the engine.
NOTE: Conduct opening pressure, tip leakage a~d spray pattern tests separately. Do
not attempt to evaluate more than one test step or result at a time.
5. Check nozzle opening pressure by pumping the injector nozzle tester and observing .the
pressure at which the needle valve lifts and fuel is ejected from the nozzle tip. Opening
pressure must meet specifications or nozzle should be replaced.
6. Check the nozzle for tip leakage. Wipe the nozzle tip dry and operate the tester to
maintain pressure at 2068 kPa (300 psi) below opening pressure of the nozzle. Hold the
pressure for 10 seconds. If droplets form on the tip of the injector and fall off, the nozzle
should be replaced. Wetness on the tip of the injector is acceptable.
NOTE: Do not wipe' the tip with fingers, because it tends to draw a small amount of
fluid out of the injector giving a false impression of a Ieak. Use a. clean cloth
or blotting paper.
7. Check the spray pattern of the nozzle (Figure' 23) ~y pumping the tester handle rapidly
and observing the spray pattern coming from the orifices. Spray must come from each
orifice and be similar in size and consistency. The spray should be well atomized and
cone shaped as it comes from the injector nozzle. Injectors showing poor spray patterns
should be replaced.
ACCEPTABLE
UNACCEPTABLE
~ ..
UNIFORM & WELL
STRINGY NON-UNIFORM WITH ATOMIZED SPRAY
SPLIT STREAM SPRAY A9506-8
Checking Compression
To check compression in the 6.6l and 7.8l Ford Diesel engines use the following procedure:
1. Be sure battery performance meets specifications.
2. Clean the engine, especially the area around the injectors.
3. Warm up the engine by operating for a minimum of 30 minutes at 1200 rpm.
4. Stop the engine and remove the high-pressure fuel lines and fuel leak-off line from the
engine. Cap all the openings in the fuel injection system and fuel injection pump.
5. Remove the injector nozzle and seat washer from each cylinder. Cap the injector nozzle
and line to prevent the entry of dirt into the system. Place the injectors in a rack to
prevent damage while they are removed from the engine and to keep them in order.
i CAUTION i
If an injector is stuck in the cylinder head and will not pull straight out, turn the
injector in a clockwise direction to break it loose. If it is turned in a
counterclockwise direction there Is a chance that the nozzle and holder could
unscrew from each other, allowing the internal compe;>nents te;> fall out.
NOTE: The lines should not be capped until residual fuel has been removed from
them. Otherwise, when the engine is cranked during the compression test,
the fuel remaining in the lines will blow the caps off. To remove the residual
fuel, crank the engine after the fuel shutoff solenoid has been disconnected,
then cap the lines.
6. Disconnect the electrical connector at the bottom of the fuel shutoff solenoid (Figure 24)
and cover with tape. This must be done to shut off the flow of fuel to the engine during
cranking.
A9297-e
Checking Compression
Test Conclusions
1. Minimum compression must be at least 1896 kPa (275 psi). Also, compression readings
from the lowest cylinder must be at least 75 percent of the highest.
2. If any of the readings do not meet the above specifications, this indicates that there is
leakage at the cylinder head gasket, piston rings or valves.
NOTE: To determine if the rings or valves are at fault, squirt the equivalent of a
tablespoon of heavy 011 Into the combustion chamber, then crank the engine
to distribute the oil and repeat the compression test. The oil will temporarily
seal leakage past the rings. During a compression test, if the pressure fails
to climb steadily and remains the same during the first two succeeding
strokes, or fails to climb during the entire test, suspect a sticking valve.
3. A low, even compression in two adjacent cylinders may indicate a cylinder head gasket
leak. Check this before blaming the rings or valves.
Contents
Preliminary Checkout 20-1
Preliminary Checkout
This Section covers adjustments, diagnostics, and test procedures for the 7.3L diesel engine
Fast Start Glow Plug System and Fuel Injection System.
Before Starting
Efficient diagnosis must take place in an organized manner with a plan or procedure which
starts with the obvious and goes on to the more difficult. Eliminate all the obvious and easy-
to-do items first. Do not start by jumping to conclusions. The job worked on last week might
have been caused by an entirely different problem than the one today.
Check out all sources of information. Talk to the operator. Sometimes asking a question will
cause the operator to remember something that is useful.
The following list is a set of basic questions. Get the answers to these in order to learn what
the true complaint is, and what the basic problem is.
Operating Conditions:
6. What type of road grade was the vehicle on when the trouble was first noticed?
8. What was the amount of oil consumption? Fuel? Coolant? Had there been a recent
change?
Preliminary Checkout
Maintenance History:
2. Has this complaint occurred before? If so, what was done then?
8. What type service designation (SG/CE), and what grade oil is used?
9. How many miles or hours has the engine operated since the last service?
Observed Information:
5. Are there any make-shift repairs on the engine (loose parts, wired-on parts, etc.)?
11. Are oil level, coolant level and fuel level satisfactory? (If the problem concerns bearings,
notice the condition of the oil.)
12. During disassembly, does the engine have unusual odors, carbon accumulations, dirt or
other conditions under the rocker cover?
Test Equipment
The following test 'equipment (Figures 1 through 4) is required for adjusting idle speed and
timing.
A9983-8
(]
A8917-8
A8549-8
Test Equipment
The following test equipment (Figures 5 and 6) is required for performing the 'Engine
Performance Diagnostic Procedure.
A8554-8
A8918-B
__T_e_s_t_E_q_U_i_p_m_e_n_t ~----------...J1
The following test equipment (Figures 7 and 8) is required for performing the "WAIT TO
START" Lamp Diagnostic Procedure and the Fast Start Glow Plug System Diagnostic .
Procedure.
A8S5S-S
Test Equipment
The following test equipment (Figures 9 and 10) is required for Injection Nozzle testing and
cleaning.
A8557B
E ~
,
6 is
( )
A8558-8
I Test Equipment
2. Break torque (keeping nuts snug) on three nuts attaching injection pump to pump
mounting adapter using Tool T86T-90.00-C or equivalent (Figure 2).
3. Install rotating Tool T83T-9000-C (Fig. 4) or equivalent on front of pump and rotate
injection pump to align timing mark on injection pump mounting flange with timing mark on
pump .mounting adapter, to within 0.030 inch.
4. Remove rotating tool and tighten nuts to specification. Visually check timing to verify that
timing marks are aligned (Fig. 12)..
5. Install fast idle bracket and solenoid and tighten bolts to specification.
INJECTION PUMP
GEAR HOUSING
INJECTION
PUMP
INJECTION TIMING -
STATIC CHECK
A89200S
IN-LINE
SENSOR
CLAMP
ROTUNDA
078-00201 A11464-A
9. Turn engine off. Note timing mark alignment. Remove fast idle bracket and solenoid from
injection pump. Break torque (keeping nuts snug) on nuts attaching injection pump to
pump mounting adapter with Tool T86T-9000-C or equivalent (Figure 2).
10. Install rotating tool, T83T-9000-C or equivalent (Figure 4), on front of pump. Rotate
clockwise (when viewed from front of engine) to retard, and counterclockwise to advance
timing, by lightly tapping tool with a rubber mallet. Two degrees of dynamic timing is
approximately 0.75mm (.030 inch) of timing mark movement.
11. Remove rotating tool and tighten nuts to specification. Start engine and recheck timing.
Repeat Steps 9, 10 and 11 as necessary, to set timing to 1 degree of specification.
12. Turn engine off. Remove dynamic timing components. Install fast idle bracket and solenoid
and tighten bolts to specification.
System Description
This portion of this Section contains a brief description of the 7.3L diesel engine "WAIT TO
START" Lamp System, Solid-State Glow Plug System and Fuel System. It also contains
detailed diagnostic procedures for these systems.
The diagnostic procedures are broken into two parts. The first part is Symptom Analysis. This
Section should be consulted first, as it will provide direction to perform a specific service or to
a specific diagnostic procedure.
The second part contains the "WAIT TO START" Lamp, Solid-State Glow Plug System,
Engine Performance diagnostic procedures, Fuel System Air Leak Diagnosis and Nozzle
Testing. At the beginning of each of these procedures, there is an explanation of how to use
that procedure. Read this explanation before performing the tests.
Warning Lamps
The "WAIT TO START" lamp comes on when the ignition switch is turned .to the RUN
position, and the engine is below normal operating temperature. It will remain lit for 4 to 10
seconds, depending on engine temperature. If engine is at or above normal operating
temperature the lamp will not turn on. '
NOTE: If the ignition switch Is left in the ON position for an extended period of time or
the engine is not started within the two minute cycling time, the glow plug
system must be reset by turning the ignition switch to OFF position.
The 7.3L diesel is equipped with a fuel filter restriction sensor. A restriction indicator lamp is
located in the instrument cluster to alert the operator.
If the lamp comes on during normal engine operation, replace the tilter as soon as possible.
The "WATER IN FUEL" warning lamp should turn on when the ignition switch is in the
START position to indicate proper lamp and sensor function. The lamp will come on if the fuel
filter/water separator has a significant amount of water in it. If the lamp comes on during
normal engine operation, drain the fuel bowl in the tilter as soon as possible. Water in the
fuel could cause extensive damage to the fuel injection system.
The Solid-State Glow Plug system consists of the glow plug controller, the glow plug harness
assembly and glow plugs (Fig. 15).
GLOW PLUG
CONTROLLER
ASSEMBLY
A9923-B
The system determines the glow plug temperature by electronically measuring the resistance of
the glow plugs. It then maintains this temperature regardless of ambient temperatures.
The system is actuated when the ignition switch is turned to the RUN position. The "WAIT
TO START' lamp lights until the glow plugs reach the proper temperature. The lamp goes out
I
The afterglow operation of the glow plugs continues after the "WAIT TO START" lamp turns
off. The glow plugs cycle on and off for a period of time. This helps to reduce white smoke
after engine start-up.
The glow plug system can be recycled by turning the ignition off and on. This immediately
restarts the glow plug cycle. The engine can be started as soon as the "WAIT TO START"
lamp goes off.
The power relay is mounted on top of the solid-state controller circuit board. The complete
assembly is mounted on the rear of the intake manifold (Fig. 16).
WAITTOSTART LAMP
CONNECTOR
CAUTION: DIRECT
CONNECTION TO
BAnERIES TEST
TERMINAL
A9924-B
Glow Plugs
The system uses positive temperature coefficient (PTe) glow plugs. The resistance of the glow
plugs changes as the temperature rises. The glow plugs use bullet-type terminals (Fig. 17).
BULLET
TERMINAL
A9925-8
Wiring Schematic
Use the electrical schematic (Fig. 18) when diagnosing the glow plug system.
FUSE LINK
(14GA.)(GR)---~ (16 GA) R/LG
0
IBATT BATTJ (20 GA.)
o
START (16 GA) RlLG
IGNITION ' ACCY 0 .. ~~ I ENGINE 16 GA.)
SWITCH LOCK O~F~~~ 1(20 GA.) CONNEC~OR OK BL
I
<i>
I ---- - ~R/LG ~ FUEL
I (10 GA) Y (2 WIRES) LINE
HEATER
1 --. FUSE (20 GA.)
6
LINKS BKlPK (20 GA)
o (14 GA.) BKlPK
----- STARTER ~
RELAY :z
C)
BATIERIES.I
LH I
r
'~I
+'
===I =
I -=-
I
RH
r
1~1
I I
I~I
+' rT-------l
II WAIT TO START
LAMP
I
I
I-=- L .J
~r ~I~
~ ~~~ ~~~~
LH GLOW PLUGS - RH GLOW PLUGS -
A9926-B
Fuel enters the inlet of the injection pump and is delivered under high pressure through
injection nozzles into the engine cylinders for combustion. On each nozzle is a fuel return
fitting that returns excess fuel to the fuel tank. Excess fuel from the injection pump and each
injection nozzle are collected in bleed-off lines and returned to the fuel tank.
FUEL
SUPPLY
TANK
FUEL
RETURN
LINE FUEL
LIFT _ _ ~ ~ ~ / . 9 '
PUMP A9194-C
"
Symptom Analysis
Consult the Symptom Analysis Diagnostic Procedures first. These will indicate a service to be
performed or provide direction to either the Fast Start Glow Plug System Diagnostic Procedure
or the Engine Performance Diagnostic Procedure.
If the GLOW PLUG lamp is suspected' of being faulty, go directly to the GLOW PLUG
diagnostic procedure before performing the Glow Plug System Diagnostic Procedure.
If the problem is Loss of Power and/or Increased Fuel Consumption, go directly to the Engine
Performance Diagnostic Procedure.
The following is a description of what is "normal" and expected exhaust smoke ~or a vehicle
with a diesel engine. Diesel exhaust smoke can be classified into two categories according to
the color of the smoke.
Blue-white smoke may be observed at engine start-up whether the engine is up to operating
temperatures or not. This start-up smoke will be observed at all ambient temperatures and
should last no longer than a minute after the vehicle is driven.
When ambient temperature is below 10C (50F), blue-white smoke can return after the
engine warm-up due to extended idling. This is due to the combustion chambers cooling
down during periods of extended idling time.
Heavy blue-white smoke will also occur when the engine is operated at wide-open throttle
(accelerator pedal to the floor) with the transmission in NEUTRAL or with a lightly loaded
vehicle in any transmission gear setting. The smoke is a normal characteristic for a diesel
engine with a light min.-max. governor spring in the fuel injection pump. This results in the
following characteristics due to the engine operating above its rated speed (3300 rpm) in a
no-load or lightly loaded condition:
Fuel injection pump governor hunting resulting in high speed engine rpm surging.
The conditions can be eliminated by not operating the engine above its maximum full load
rated speed of 3300 rpm.
NOTE: Chassis fuel system air leaks may also cause continuous heavy blue-white
smoke.
The second category of diesel exhaust smoke is black smoke. Black smoke occurs whenever
the engine is working hard. The engine works hard when it is going up a steep grade, pulling
a trailer, carrying a heavy load, or during acceleration. More black smoke will be observed
when operating the vehicle at higher altitudes. If black smoke is observed while the engine is
idling (at low altitude) or under normal driving conditions, the problem should be diagnosed as
soon as possible.
Engine Cranks But Will Not Start (Cold) :.............................. Pinpoint Test A
Engine Cranks ButWiII Not Start (Normal Opera.ting Temperature) . Pinpoint Test B
Low Oil Pressure with Proper Oil Level .' ..... Pinpoint Test F
Excessive Black Smoke ............. ........... ............. ..... ..... Pinpoint Test H
Glow Plug Testing .. ... ................ .............. .......... ..................................... Pinpoint Test K
Pinpoint
Engine Cranks But Will Not Start A
Test
AO I STARTING PROCEDURE
Loosen one injection nozzle line nut (1/2 to one Fuel discharges ~ GO to Glow Plug
turn) while cranking engine. System Diagnostic
Procedure.
80 I STARTING PROCEDURE
~
~
~ GO to [II].
Loosen one injection nozzle line nut (1/2 to one Fuel. discharges ~ GO to Engine
turn) while cranking engine. Performance Diagnostic
Procedure.
~
Check solenoid terminal for dirt/corrosion and
loose/broken electrical connection. ~ REFER to Shop
Manual, Section 31-01.
REPEAT Test Step
1821.
Pinpoint
Engine Quits, Stalls or Stumbles
Test
c
CO I IDLE SPEED
TEST STEP RESULT
ACTION TO TAKE
.
.Check voltage at cold advance solenoid (terminal
located at left rear of injection pump) while
cranking engine. Voltage must be at least 9 volts.
GO to Engine
Performance Diagnostic
Procedure.
~
If no voltage is present, verify switching function
of temperature sensing switch located behind REFER to Shop
Manual, Section 31-01.
thermostat housing.
REPEAT Test Step
IC21.
~ ~ REPLACE temperature
sensing switch.
REPEAT Test Step
IC31.
Pinpoint
[Engine l\fisses D
Test
01 I ISOLATE MISS
Loosen each injection nozzle line nut (one at a Miss not ~ GO to Engine
time) while running engine. Refer to Injection isolated to Performance Diagnostic
.
Nozzle Testing in this Section. specific cylinder Procedure.
Check injection nozzle fuel line(s) for kinks or Nozzle(s) and . GO to 1031 .
.
restrictions as described in Shop Manual, Section lines OK
22-08.
Perform injection nozzle test as described under Nozzle(s) and/ REPLACE damaged
Injection Nozzle Testing in this Section. or lines Not OK line(s) as described in
Shop Manual, Section
22-08. REPLACE
nozzle(s) as described
under Injection Nozzle
Testing in this Section.
03 I CYLINDER COMPRESSION CHECK
~ ~ GO to 1041.
04 I CHECK CRANKCASE PRESSURE
~ ~ OVERHAUL power
cylinder as described in
Shop Manual, Section
22-08.
Pinpoint
IEngine Knocks Test
E
I BELT
TEST STEP RESULT . ACTION TO TAKE
EO DRIVEN ACCESSORIES
.
() GO to [ll].
~ .
Check engine front drive components for proper
operation.
SERVICE or REPLACE
as necessary. REFER
to specific accessory
Shop Manual Section.
I ENGINE
E1 COOLANT TEMPERATURE
.
()
~ .
Verify engine is not overheating. GO to IE21.
REFER to Shop
Manual, Section 27-02.
I ISOLATE
E2 ENGINE KNOCK
.
Nozzle Testing. specific cylinder Procedure.
f
I CHECK
E3 NOZZLE FUEL DELIVERY
Pinpoint.
Low Oil Pressure With Proper Oil F
Test
Change engine oil and filter and run engine until @) ~ RETURN vehicle to
customer.
normal operating temperature is reached. Check
oil pressure reading.
. ~ ~ SERVICE or REPLACE
lubrication system
components as
necessary. (REFER to
Shop Manual, Section
22-08.)
GO I ENGINE TEMPERATURE
G1 I THERMOSTAT OPERATION
G3 I FUEL RETURN
Pinpoint
IExcessive Black Smoke Test
H
Pinpoint
IExcessive Black Smoke Test
H
H4 I INJECTION NOZZLES
0 ~ REPLACE damaged
injection nozzle fuel
inlet lines (REFER to
Shop Manual, Section
22-08). REPLACE
nozzles as described in
this Section, and Shop
Manual, Section 22-08.
If problem still exists,
REPLACE injection
pump as described in
Shop Manual, Section
22-08.
Perform the Glow Plug System Basic Diagnostic Test (hereafter referred to as Basic Test) first.
If the vehicle passes the Basic Test without running any Pinpoint Tests, the Glow Plug system
is OK and the vehicle's problem exists somewhere else other than the Glow Plug System.
However, if a step of the Basic Test fails, run only the Pinpoint Test specified by the failed
step.
Refer to Figure 20 for test lamp connections and Glow Plug System wiring harness test points
referred to in the Basic Test and the Pinpoint Tests. Perform only those services specified by
the Pinpoint Tests.
Operation of the Glow Plug System is completely automatic. If, after completing a specific
Pinpoint Test it is determined that a component must be replaced, the glow plugs should be
disconnected until system has been re-checked by repeating the Basic Test to make sure the
Glow Plug System works properly.
A Fast Start Glow Plug System Troubleshooting Chart is available for use by technicians. The
technician can use it as a check list while performing tests and diagnostic procedures.
The following is a series of Pinpoint Tests that can be used to diagnose the glow plug
system.
; CAUTION i
Never bypass the timed pulse function of the glow plug system. A constant 12 volt
current to the glow plugs will cause them to overheat and fail within seconds, possibly
resulting in severe engine damage.
"Wait-To-Start", Lamp
Pinpoint J
Testing
A9978-S
~
HARNESS SIDE
A9979-B
Pinpoint
IGlow Plug Testing Test
K
A997o-B
Pinpoint
IGlow Plug Testing Test
K
K2 CHECK HARNESS
Ignition switch in OFF position and leads removed OK at all leads GO to IK31.
from glow plugs.
Squeeze sides of protective cover and remove. Not OK at any SERVICE or REPLACE
or all leads harness. GO to IK31 .
Check continuity between each glow plug lead
and test terminal of control unit.
PROTECTIVE SQUEEZE SIDES
COVER AND LIFT
..
REAR OF
ENGINE
SQUEEZE SIDES
AND LIFT
A9971-8
TEST TERMINAL
A9972B
A9973-B
Pinpoint
IGlow Plug Testing Test
K
POWER ---,,~H()
TERMINAL
A1975-B
Pinpoint
IGlow Plug Testing Test
K
K6 I FUNCTIONAL TEST
With ignition switch in OFF position connect 12 Test light times ~ System function is
volt test light to test terminal on control unit. within correct.
Position test light so it can be viewed from specifications
driver's position.
Turn ignition switch to ON positionand monitor Test light times ~ DISCONNECT power at
system operation. out of both batteries.
Compare test light times to Test Light Chart. specifications REPLACE control unit.
REPEAT test.
~ -
11
A9976-8
The following are examples of Glow Plug Failure. Each example gives a different clue to glow
plug failure analysis.
There is no visible damage, but glow plug is electrically open (Fig. 21). This indicates an
internal heating element failure. .
Glow plug tip that is missing can be caused by incorrect timing or poor fuel quality (Fig. 22).
Multiple, distorted glow plugs are usually caused by electrical overheating (Fig. 23). A
complete evaluation of the glow plug control system should be made.
TIP INTACT
A9981-8
A9980-8
A9982-8
Hard starting, white smoke in the normal engine operating range, poor idle quality, or lack of
power under load can be caused by several conditions. One of these conditions is air leaks in
the fuel supply system. This procedure is provided to assist in the diagnosis of 7.3L diesel
engine fuel system ~ir leaks.
To perform the Fuel System Air Leak Diagnosis, the following adapters (Fig. 24 and 25) need
to be assembled as shown from locally available materials.
~,..._...,~-----_r.,...-~
,...-----------.-./
--- --- --- - -....
....- - - - - - - - - - 2 . 5 0 INCH-------------~
0.43 INCH
01A.
0.028-.035 INCH WALL THICKNESS
PLASTIC, STEEL, OR BRASS FmlNG
VIEW A
......- - - - - - - - 3 / 8 INCH 0.0.
A9254-8
A9261-8
Figure 25 Selector Valve/Fuel Tank Push Connect Adapter - F-Series (Two Required)
Pinpoint
Fuel System Air Leak Diagnosis L
Test
A11546-A
Pinpoint
Fuel System Air Leak Diagnosis L
Test
Remove the rubber fuel return bypass hose which @) ~ Problem elsewhere in
system. REMOVE
connects the fuel filter outlet fitting bypass orifice
to the return lines at the fuel i,njection nozzles. TYGON hose and
INSTALL original hose.
; CAUTION 1 REFER to Symptom
Analysis in this Section.
Care should be taken when removing or
installing hose to the plastic fitting at the fuel
Injection nozzle return lines. Lubricate hose with
diesel fuel to ease installation.
~ ~ GO to IL31.
Pinpoint
Fuel System Air Leak Diagnosis L
Test
FUEL RETURN
FILTER HEADER MOUNTING
HARDWARE: HOSE (LEAK-OFF)
ELBOW
(2) 3/8-16 x 1-3/8" BOLTS 3/8-16 x 3-1/2"
(4) HARDENED WASERS FLANGE HEAD
(2) HEX NUTS
BOLT
FILTER 10
INJECTION _..>0...-"
PUMP TUBE
CONNECTOR
NUT
3/816 x 11/4"
CONNECTO~
~I=====i-FLANGE HEAD
BOLT
FITTING
ALTERNATOR
WATER BRACKET
DRAIN WATER
TUBE
CLAMP
DRAIN --f---ct
(2 PLACES) TUBE INVERTED CRANKSHAFT
FLARE
TUBE NUT
RIGHT SIDE VIEW F-SERIES FRONT VIEW A12724-A
Pinpoint
Fuel System Air Leak Diagnosis L
Test
WATER
DRAIN
,TUBE
~
,
I
<t ENGINE
WATER
CRANKSHAFT --------- PUMP
,HOUSING
INVERTED
RIGHT SIDE VIEW FLARE TUBE ;NUT E-SERIES FRONT VIEW A12725-A
Pinpoint
Fuel System Air Leak Diagnosis .L
Test
~ ~ Fuel System is
restricted. GO to
Engine Performance
Diagnosis in this
Section. PERFORM
Steps I EPC4A I through
IEPC4DI.
Pinpoint
Fuel System Ai~' Leak Diagnosis L
Test"
Disconnect fuel filter/water' separator inlet hose: Air' bubbles ~ SERVICE hoses' and
Install hose adapter and tighten clamps to 1-1.5 present in inlet connections between
N-m (8-13 Ib-in). hose, single fuel/water separator as
tank system. necessary. REPEAT
NOTE: Refer to Air Leak Diagnosis - Hose Test Step ILsi.
A~apter procee:tures in this Section.
Disconnect fuel/water 'separator outlet' hose'.. Install Air bubbles '~ GO to IL61.
hose adapter and tighten clamps to .1 ~ 1:5 'Nm. (8- present in inlet
13 Ib-in). hose, dual tank
system
i CAUTION I
Disconnect hoses and install adapters one at a ' Air bubbles ~ CHECK hose adapter
time to prevent hose mix-up.' present in at fuel/water separator
.. - outlet hose inlet for air,1eaks.
Operate engine at 1,500 rpm' for five minutes "to only Operate water/fuel
develop steady fuel flow. Then, operate engine at separator drain with
3,000 rpm for an additional two' minutes and engine' off. REPEAT
check for bubbles in hose a.dapter~. ' Test Step I LsI: .
If bubbles persist,
.' REPLACE water/fuel
, . separator. REPEAT
Test Step IL21.
"
Pinpoint
Fuel System Air Leak Diagnosis L
Test
FUEL RETURN
FILTER HEADER MOUNTING
HOSE (LEAK-OFF)
ELBOW HARDWARE:
(2) 3/8-16 x 1-3/8" BOLTS
(4) HARDENED WASERS
(2) HEX NUTS
FUEL RETURN
HOSE (IN
PHANlOM)
FILTER 10
INJECTION
PUMP TUBE
CONNECTOR
NUT
3/8-16 X 1-114"
CONNECTO~
~I:=====;-FLANGE HEAD
BOLT
FIITING
ALTERNATOR
WATER BRACKET
DRAIN WATER
TUBE DRAIN -~--ct
CLAMP
(2 PLACES) TUBE CRANKSHAFT
Pinpoint
Fuel System Air Leak Diagnosis L
Test
WATER
DRAIN
TUBE
. It 'ENGINE
fC 1 WATER
CRANKSHAFT PUMP
HOUSING
INVERTED
RIGHT SIDE VIEW FLARE TUBE NUT ESERIes FRONT VIEW . A12725A
Pinpoint
Fuel System Air Leak Diagnosis L
Test
Disconnect push-connect fittings from fuel tank Bubbles not ~ Air leak is between
selector valve for affected tank. present in fuel tank selector valve
Install push-connect fitting adapters between fuel either adapter and water/fuel
lines and selector valve. separator. SERVICE
fuel lines and
Run engine at 3,000 rpm for two to three minutes connections as
to clear any air ingested during adapter necessary. REPEAT
installation. Run engine an additional one to two Test Step IL21.
minutes and observe transparent fuel lines in
adapters.
Bubbles present ~ Air leak is between
in both fuel tank and selector
adapters valve. SERVICE fuel
MIDSHIP TANK
RETURN lines and connections
MIDSHIP TANK as necessa~REPEAT
SUPPLY Test Step l..J4.I .
Bubbles present REPLACE fuel tank
in selector selector valve. REPEAT
valve outlet Test Step IL21 .
adapter only.
AFT AXLE
TANK --~
RETURN
AFT AXLE
TANK SUPPLY
The Engine Performance Diagnostic Procedure begins with those items which are the high'
frequency, easy-to-diagnose problems, and progresses to the low frequency, hard to diagnose
problems. Use of this procedure will promote rapid as .well as accurate diagnosis.
The Engine Performance Diagnostic Procedure follows, step by step, tt:le Engine Performance
Chart. Each test step is labeled to coincide with the Engine Performance Chart steps.
NOTE: Under no circumstances should the fuel injection pump be replaced until the
Engine Performance Chart has been completely filled out. The only exceptions to
this is in the case of Excessive Black Smoke (Symptom Analysis Diagnostic
Procedure H) and external leaks. In these cases, only those steps specified need
to be filled out. Warranty claims for the fuel injection pump or injectors will not
be accepted unless the Engine Performance Chart is filled out as specified and
all tamperproof seals are intact.
NOTE: Service each problem detected before going on to the next step. If service
corrects the original complaint, it will not be necessary to proceed to the next
test step. However, if the complaint is not corrected, continue with the test until
the complaint is corrected.
The following explanations refer to the basic test steps of the Engine Performance Diagnostic
Procedure and Chart. They give a brief description of how these problems can affect
. performance, and an understanding of the importance of each test step.
1. External Leakage: Fuel leakage can be a reason for diesel fuel smell or low economy. Oil
leakage can be a reason for high oil consumption. An air intake system leak can shorten
engine life, especially under dusty conditions. Coolant leakage can result in engine
overheating.
2. Exhaust System Condition: Kinks or dents in the exhaust system can cause high exhaust
back pressure. This can result in loss of power and high smoke levels.
3. Fuel Quality: Diesel engines need clean fuel, free of air, dirt and water. Any contamination
may result in poor engine performance.
4. Fuel System Condition: Kinks in the fuel lines or hoses can block or restrict fuel flow and
loose connections can leak air into the fuel. This can result in loss of power and high
smoke levels.
NOTE: The fuel supply system must deliver the proper quantity of fuel with no
pressure loss or air leaks in chassis fuel system.
5. Fuel System Return Line Restriction: A restriction in the fuel return line will raise the
pressure in the injection pump causing an adverse effect on injection pump timing,
resulting in excessive smoke levels or loss of power.
6. Air Cleaner Restriction: A dirty air cleaner may result in low power, excessive smoke and
poor fuel economy.
7. Transfer Pump Pressure: This is the pressure which is available to charge the injection
plunger. Low pressure will result in low power, and excessive smoke levels.
8. Accelerator' Linkage: If the accelerator linkage is improperly adjusted, the engine cannot
reach full rated rpm and top speed and pulling power will be reduced, or curb idle speed
will be excessive.
9. Engine Idle Speed: Low engine idle speed may cause stalling or rough running.
10. Injection Timing: Incorrect timing can be responsible for poor fuel economy, rough idling or
hard starting and excessive smoke.
11. Injection Nozzle Test: The injection nozzles must be removed from the engine for this
test. This is a functional test of injection nozzle performance. Incorrect nozzle performance
will cause misses, poor fuel economy, loss of power and excessive smoke.
12. Crankcase Pressure: This test measures the amount of crankcase blow-by. More blow-by
will create high pressures. Crankcase pressure readings, plus rate of oil consumption,
should be used to evaluate engine mechanical condition.
To perform the Engine Performance Diagnostic Procedure it will be necessary to connect the
Pressure Test Kit, Rotunda 014-00761 or equivalent, to the various components as shown in
Figure 26.
NOTE: If the problem is hard starting, follow the procedures for troubleshooting the
glow plug system prior to troubleshooting the fuel system.
TO GAUGE
WITH
RANGE
REQ'O
FOR LEAK
TEST
NOTE:
DO NOT CONNECT 80TH PORTS OF THE
IIAGNEHELIC GAUGE AT ONCE. WHEN
TAKING A READING (VACUUM OR FUEL RETURN
RESTRICTION AT SUPPLY PRESSURE) lEAVE THE OTHER PORT LINE PRESSURE
PUIIP INLET OPEN TO ATMOSPHERE. TESTS
TEST 40
A11466-C
Pinpoint
Engine Performance Diagnosis EPC
Test
With engine running, visually check for leakage of: No leakage ~ GO to IEPC21.
1. Fuel
2. Engine oil Leakage ~ SERVICE or REPLACE
3. Proper installation and dirt past air cleaner detected faulty component(s). If
problem still exists, GO
4. Coolant to IEPC21.
I
fB ~ SERVICE or REPLACE
exhaust system as
required. (Refer to
Shop Manual, Section
26-01,) GO to .
IEPC3AI.
GO to !EPC3CI.
Pinpoint
Engine Performance Diagnosis EPC
Test'
Check cetane value of fuel sample taken in Test More than 40 ~ GO to EPC4A.
Step EPC3B using cetane tester included with
Dynamic Timing Meter, 078-00200 or equivalent. Less than 40 ~ Complete Tests E~C4,
Cetane value should be minimum of 40. 5, 6 and 8.
INFORM owner to
change fuel source.
GO to IEPC4AI.
*NOTE: Do not
replace fuel
injection
pump
because of
low cetane
problem.
Hook-Up Illustration.)
Run engine at 3,300 rpm, with no load.
- .
Record pressure reading. On dual tank vehicles,
check both tanks. ~
hose.
Leave adapter from Test Step EPC4A installed
and cap end.
Run engine at idle, no ,load.
Record pressure reading. On dual tank vehicles,
check both tanks.
Pressure should be minimum of 2 psi at idle.
Pinpoint
Engine Performance Diagnosis EPC
Test
Pinpoint
Engine ~erf~rmance Diagnosis' EPC
Test
Remove cap on air cleaner test port and install More than ,2 ~ REMOVE adapter.
adapter 5650 and Pressure Test Kit 014-00761, inches H20 but INSTALL cap on air
or equi.valent. less than 25 cleaner port. GO t6
inches H2O IEPC71.
Run engine a~. 3,300 rpm, no load.
Record restriction reading. 25 inches H2O ~ REPLACE filter element
or more and CHECK intake
Restriction should not exceed 25 inches of H2O. system for blockage.
REPEAT Test Step
IEPC61.
Pinpoint
Engine Performance Diagnosis EPC
Test
FULL
THROTILE
POSITION
Pinpoint
Engine Performance Diagnosis EPC
Test
I
EPC10 DYNAMIC INJECTION PUMP TIMING**
Install Dynamic Timing Meter and check injection B is more than ~ GO to IEPC 11 I.
pump timing. (Refer to Dynamic Injection Pump 1 advanced
Timing.) Measure at 2,000 rpm, no load. from A, and A
is within 2.
**Engine must be at normal operating temperature.
Record dynamic timing in Box A, Step 10 of the B is more than ~ ADJUST timing.
7.3L Engine Performa~ce Chart. 1 advanced (REFER to Shop
from A, and A Manual, Section 22-08
Apply + 12 volt battery power to the injection . is not within and adjustments.) If
pump timing advance solenoid and record dynamic 2. performance problem
timing in Box B, Step 10 of the 7.3L Engine still exists after
Performance Chart. tdjUstinp timing, GO to
EPC11. .
I
EPC11 CHECK INJECTION NOZZLES AND INLET
LINES
NOTE: Perform this check only if engine has an Lines and ~ GO To IEPC121.
obvious combustion knock or miss. nozzles OK
If performance problem
still exists, GO to
IEPC121.
Pinpoint
Engine Performance Diagnosis EPC
Test
Where ideal conditions of good combustion, specified engine temperature control, and
absolutely clean fuel prevail, nozzles require little attention. Nozzle trouble is usually indicated
by one or more of the following symptoms:
Loss of power
Misfiring
Combustion Knock
Engine Overheating
When faulty nozzle operation is suspected on an engine that is misfiring or puffing black
smoke, a simple test can be made to determine which cylinder(s) is causing the problem.
Run the engine at the rpm which makes the problem most pronounced.
Momentarily loosen the high-pressure fuel inlet line connection on one nozzle assembly one-
half to one turn. Then, tighten connection to specification.
If one nozzle is found where loosening makes no difference in the misfiring, or the' puffing
black 'smoke stops, that nozzle should be tested. Test only the suspect nozzle(s).
Remove suspect nozzles as outlined in Shop Manual, Section 22-08. After removing nozzle(s)
from the engine, the Injection Nozzle Test should be performed. This test will provide valuable
information regarding the condition of the nozzle(s). A clean workbench, clean washing fluid
containers, clean tools, and clean hands are all essential to produce satisfactory results.
Figure 27 shows the Rotunda Injection Nozzle Tester, 014-00300 or equivalent, used for this
test.
NOZZLE
INJECTION
TESTER A8836-8
NOTE: Perform this check only if engine has an obvious combustion knock or miss.
1. Prepare stand for making tests. Fill stand reservoir with clean Calibration Fluid. Open
tester valve slightly and operate tester handle to expel air from tester and outlet pipe.
Operate tester until solid fluid (without air bubbles) flows from end of outlet pipe. Close
tester valve.
2. Connect injection nozzle to test stand. Care should be taken to avoid cross-threading.
Tighten connector nut securely with end wrench. Nozzle Adapter which is supplied with
tester 014-00300 has RH thread to nozzle assembly and LH thread to tester piping.
3. Bleed air from nozzle. Open stand valve and operate tester handle for 8 to 10 quick
strokes to expel (bleed) air from injection nozzle. Fluid should discharge from the spray
hole in nozzle tip.
I WARNING I
ALWAYS WEAR APPROVED SAFETY GLASSES WHEN OPERATING THE TESTER.
VOLATILE LIQUIDS CAN BE EXTREMELY FLAMMABLE WHEN VAPORIZED. AVOID
ANY CONDITIONS (SPARKS, OPEN FLAMES, LIT CIGARETTES, ETC.) WHICH MIGHT
IGNITE THE FLUID USED DURING THE TEST PROCEDURE. THE ONLY LIQUID
APPROVED FOR USE IN THIS TESTER IS SAE CALIBRATION NO. 208629, OR
EQUIVALENT CALIBRATION FLUID (SAE J968D OR ISO 4113).
4. Check nozzle opening pressure. Close pump valve, and operate pump handle in slow even
strokes to bring system up to pressure. Record highest pressure reached before nozzle
opens. Repeat operation, increasing handle speed if necessary to establish consistant
readings. Refer to Fig. 28 for nozzle opening pressures.
5. Check for tip leakage. Blow nozzle tip dry using filtered compressed air. Operate test
pump to maintain pressure at about 1378 kPa (200 psi) below the opening pressure
obtained in Test 1. Wetting of the nozzle tip is acceptable as long as a drop does not
fall, within five seconds (Fig. 29).
NOTE: Make sure that any accumulation at the nozzle tip is not due to test fluid leaking
down the outside of' the nozzle body from the return openings. If questionable,
wrap a shop cloth around the nozzle body to prevent fluid leaking down the
outside of the nozzle body from reaching the tip.
DROPLET
FALLS
BEFORE
5 SECONDS
,~
Further, some metric fasteners, especially nuts, are colored blue. This metric blue identification 'is in
most cases a temporary aid for production start-up, and color will generally revert to normal black or
bright after start-up. .
English system and metric system fasteners'are available through your Ford Parts and Service opera-
tion.
*The property class is an Arabic numeral distinguishable from the slash SAE English grade system.
* *The length of all bolts is measured from the underside of the head to the end.
METRIC SYSTEM
@ ~
~ @ @
3 Dots 6 Dots Arabic 9 Arabic 10
Increasing dots represent increasing strength. May also have blue finish or paint daub on hex flat.
Increasing numbers represent increasing strength.
-Stamped U-Nuts @
CLASS CLASS CLASS
10.9 9.8 8.8
Description I
Multiply By For Metric Equivalent
ACCELERATION Foot/sec 2
0.304 8 metre/sec 2 (m/s 2 )
Inch/sec 2 0.0254 metrejsec 2
TORQUE Pound-inch 0.11298 newton-metres (N'm)
Poul1d-foot .1.355 8 newton-metres
POWER horsepower 0.746 kilowatts (kw)
PRESSURE or STRESS inches of water 0.2488 kilopascals (kPa)
pounds/sq. in. 6.895 kilopascals (kPa)
pounds/sq. in. 14.5 bar
EN ERGY or WORK BTU 1 055. joules (J)
foot-pound 1.355 8 joules (J)
kilowatt-hour 3 600 000. joules (J = one W's)
or 3:6 x 106
LIGHT - foot candle 10.76 lumens/metre 2 (Im/m 2 )
FUEL PERFORMANCE miles/gal 0.425 1 kilometres/litre (km/I)
gal/mile 2.352 7 litres/kilometre (I/km)
VELOCITY miles/hour 1.609 3 ki lometres/hr. (km/h)
LENGTH inch. 25.4 millimetres (mm)
foot 0.3048 metres (m)
yard 0.914 4 metres (m)
mile 1.609 ki lometres (km)
AREA inch 2 645.2 millimetres 2 (mm 2 )
t
6.45 centimetres 2 (cm 2 )
fooF 0.092 9 metres 2 (m 2 )
yard 2 0.836 1 metres 2
VOLUME inch 3 16 387. mm 3
inch 3 16.387 cm 3
quart 0.016 4 litres (1)
quart 0.946 4 litres
gallon 3.7854 litres
yard 3 0.7646 : metres 3 (m 3 )
MASS pou~d 0.453 6 kilograms (kg)
ton 907.18 kilograms (kg)
ton 0.90718 tonne
FORCE kilogram 9.807 newtons (N)
ounce 0.2780 newtons
pound 4.448 newtons
TEMPERATURE degree farenheit 0.556 (OF -32) degree Celsius (OC)
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